Control device for issuing a control command with at least one movable control unit

Abstract

The invention relates to an operating device (10) having a movable operating unit (12) and having an actuator device (300) for the specific influencing of the movability of the operating element (11). The actuator device (300) comprises a braking device (301) for producing a braking torque which acts on the operating unit (12) and a drive device (302) for producing a torque which acts on the operating unit (12). A transmission device (400) which is driven by the drive device (302) and which drives the operating unit (12) is suitable and designed for converting an input rotational speed provided by the drive device (302) into an output rotational speed which can be provided to the operating unit (12). The ratio of input rotational speed and output rotational speed is greater than 1.

Description

[0001] INVENTUS

[0002] Operating device for specifying a control command with at least one movable operating unit

[0003] The invention relates to an operating device for issuing a control command and comprises at least one movable operating unit and at least one actuator device for specifically influencing the mobility of the operating unit. The actuator device comprises at least one controllable braking device for generating a braking torque acting on the operating unit. The actuator device also comprises at least one drive device for generating a torque acting on the operating unit.

[0004] Such control devices can, for example, be equipped as a steering input device based on the steer-by-wire concept (SbW, steer-by-wire) with an actuator device known as a "force feedback actuator" (FFA). The FFA comprises, for example, an (electric) motor and a continuously adjustable braking device based on the magnetorheological principle.

[0005] The SbW concept generally requires high passive torques (10-25 Nm) against which the steering wheel must be manually turned (e.g., for end stops). At the same time, relatively low (active) torques (e.g., 0.5-5 Nm) are required, which trigger the return of the steering wheel and generate haptic signals or force feedback. For example, such feedback simulates the movements that emanate from the chassis in conventional steering systems and are felt on the steering wheel.

[0006] Current SbW systems typically have only one electric motor, which generates both the active and passive torques, e.g., for an end stop. An electric motor requires high currents to generate high passive torques, and the motor must be larger than the one required for the active torques.

[0007] These motors heat up considerably, leading to thermal problems. The high currents also have a detrimental effect on the vehicle's energy management. Electronic components suitable for the high electrical loads (currents) must also be selected. These are also expensive to procure. Furthermore, the correspondingly large motors usually have a gear stage (e.g., worm gear, belt drive). However, these additional components increase the installation space required, the weight, and also significantly the costs.

[0008] Actuators with magnetorheological fluid (MRF actuators or MRF brakes) typically require only low current for passive torque and require less space than electric motors. However, like friction brakes, they cannot generate active force. A combination of the two is therefore recommended. However, the steering can sometimes feel somewhat spongy or imprecise due to a certain amount of gear play between the MRF actuator and the motor.

[0009] Vehicles with self-driving systems and optional autonomous driving should also feature foldable / retractable steering wheels. Such self-driving systems must necessarily be compact and lightweight. Current solutions therefore require significant improvement.

[0010] For other types of operating devices, the precision of the haptic signals or force feedback and the space requirements as well as the energy consumption and weight generally play an important role.

[0011] In contrast, the object of the present invention is to provide an improved operating device. In particular, the operating device should meet the previously discussed requirements as extensively as possible and, preferably, simultaneously offer reliable and safe operation and be economically producible.

[0012] This object is achieved by an operating device having the features of claim 1. Preferred developments of the invention are the subject of the subclaims. Further advantages and features of the present invention will become apparent from the general description and the description of the exemplary embodiments.

[0013] The operating device according to the invention is provided for the (manual) specification of a control command. The operating device comprises at least one (also manually) movable operating unit and at least one actuator device for specifically influencing the mobility of the operating unit. The actuator device comprises at least one braking device for generating a braking torque that acts on the operating unit. The mobility of the operating unit can be specifically braked by means of the braking device. The actuator device comprises at least one drive device for generating a torque that acts on the operating unit. The operating unit can be actively moved by means of the drive device. The operating device comprises at least one gear device, which is driven by the drive device and which drives the operating unit.The transmission device is suitable and designed to convert a drive speed (also referred to as input speed) provided by the drive device into an output speed (also referred to as output speed). The output speed is provided to the control unit. The ratio of drive speed to output speed (ratio = drive speed / output speed) is in particular greater than one. In particular, the output speed is (always) lower than the drive speed.

[0014] In particular, the drive device (always) rotates faster than the control element. Such a transmission can also be referred to as a reduction ratio. In particular, the control device can be referred to as a handwheel actuator (HWA), and the actuator device (with or without gearing) as a force feedback actuator (FFA).

[0015] The operating device according to the invention offers many advantages. A significant advantage is the combination of the active drive and the brake and the transmission device with a gear ratio greater than one. This allows the previously discussed requirements for an operating device and also for a steering input device to be met reliably, easily and economically. For example, the braking device can generate the necessary high passive torques or braking torques, while an electric motor, for example, supplies the lower active torques. The transmission device allows the drive device to be particularly compact and lightweight and to consume little energy.For example, the drive device can always be operated in an optimal speed range with very low power consumption (even from a standstill) if the movement of the control unit requires only correspondingly low speeds.

[0016] Preferably, the ratio of input speed to output speed is at least two, in particular at least four, and preferably at least five, and particularly preferably at least eight. In particular, the ratio of input speed to output speed is at least ten, or at least 15, or at least 20 or more.

[0017] The operating unit comprises, in particular, at least one rotatably mounted shaft device. The operating unit comprises, in particular, at least one operating element. In particular, the operating element is coupled (in a rotationally fixed manner) to the shaft device. In particular, the operating element is directly connected to the shaft device. For example, the operating element is a rotatable control knob or a steering unit or steering wheel or the like.

[0018] The shaft device can be a shaft which is rotatably mounted on a receiving structure. The shaft device can also be provided by a receiving structure which is rotatably mounted on a fixed axis. The shaft device can be provided by one of the at least two brake components which are rotatable relative to one another. In this case, the shaft device can be provided by the radially outer or the radially inner brake component and / or can be connected to it in a rotationally fixed manner and preferably directly.

[0019] In the context of the present invention, a direct connection or direct operative connection between two components means, in particular, that no gear is arranged between the components. In particular, the components are connected to one another in a form-fitting, non-positive, and / or material-fitting manner. In particular, the components are connected to one another in a rotationally fixed manner.

[0020] Preferably, the operating unit, in particular the shaft device, is non-rotatably and preferably directly connected to at least one output element of the transmission device. In all embodiments, it is possible and preferred for the transmission device to comprise at least one output element and at least one drive element. In particular, the drive element rotates at the drive speed during operation. In particular, the output element rotates at the output speed during operation. In particular, the operating unit is arranged on the output side and the drive device is arranged on the drive side.

[0021] The drive device comprises, in particular, at least two drive components that are rotatable relative to one another. The at least two drive components that are rotatable relative to one another comprise, in particular, at least one stationary drive component and at least one rotatable or rotating drive component. In particular, the stationary drive component is designed as a stator unit. In particular, the rotatable drive component is designed as a rotor unit (e.g., motor shaft, external rotor).

[0022] It is advantageous and preferred that one of the drive components, in particular the rotatable drive component, is rotationally fixedly and preferably directly connected to at least one drive element of the transmission device. In particular, the drive component and the drive element rotate at the same speed. In particular, the drive element is driven by the drive component.

[0023] In an advantageous and preferred embodiment, the braking device is operatively connected or switched to the operating unit in parallel with the transmission device. In particular, the braking device and the drive device are operatively connected to the operating unit in parallel with one another. In particular, the braking device can thereby brake the operating unit independently of the gear ratio of the transmission device. In particular, the braking effect is independent of the gear ratio of the transmission device. In particular, the braking device is operatively connected or switched to the operating unit in parallel with the drive device. In particular, the braking device is coupled to the operating unit, bypassing the transmission device and / or the drive device.

[0024] It is advantageous and preferred that the braking device is non-rotatably and preferably directly coupled to the operating unit, in particular to the shaft device. In particular, the operating unit is directly coupled to the braking device.

[0025] It is particularly advantageous and preferred that the operating unit, in particular at least the shaft device, is connected in a rotationally fixed manner and preferably directly to one of at least two brake components of the brake device that are rotatable relative to one another.

[0026] The braking device comprises, in particular, at least two brake components that are rotatable relative to one another. The at least two brake components that are rotatable relative to one another comprise, in particular, at least one stationary brake component and at least one rotatable or rotating brake component.

[0027] In an advantageous embodiment, the braking device is designed as a magnetorheological braking device. In particular, the braking components are arranged coaxially. In particular, at least one circumferential gap (so-called effective gap) is formed between the stationary and the rotatable braking components of the magnetorheological braking device.

[0028] In particular, the gap is at least partially filled with a magnetorheological medium. In particular, the medium arranged in the gap can be influenced by an electrical coil device such that the relative mobility of the brake components can be braked in a targeted manner. In particular, the braking device is designed to be continuously adjustable.

[0029] In particular, the gap has a circumferentially variable gap height, at least in sections, preferably at least in the (magnetorheologically effective) gap sections. In particular, one of the brake components rotatable relative to one another has an outer contour with a variable outer diameter and, in particular, a star contour. The star contour has, in particular, a plurality of magnetic field concentrators projecting in the radial direction.

[0030] In particular, at least one contact section of the respective brake component adjacent to the active gap can be provided with a coating that is harder than a base material from which the respective wall is made. Preferably, both brake components can have a corresponding coating.

[0031] In all embodiments, it is particularly preferred that the mobility of the operating unit is specifically influenced by means of the braking device (preferably also with the drive device), at least during an input (in particular during a manual movement of the operating unit). Preferably, this allows haptically perceptible feedback (so-called force feedback) to be generated on the operating element. For example, rasters, blockages, vibrations, and / or end points can be felt on the operating element as haptic feedback. In particular, the drive device serves to move the operating unit against the force of a manual movement and / or to reset the operating unit during and / or after a manual movement. Haptically perceptible feedback (in particular by means of the braking device) can preferably be generated simultaneously.

[0032] In a likewise advantageous embodiment, the braking device is designed as a friction brake device. As a result, the brake essentially no longer has a base torque. Furthermore, sealing of an operating gap is omitted. However, a seal that keeps brake wear away from other (sensitive) components is preferred. The friction brake device is, in particular, at least partially electrically and preferably electromagnetically actuated. A friction brake device that can be actuated (electro-)hydraulically or (electro-)pneumatically or by other electrotechnical means is also possible. Actuation is understood, in particular, to mean both the application and release of the brake.

[0033] The friction brake device preferably comprises at least one brake disc unit and at least one friction body unit. To generate the braking effect, the friction body unit is applied or pressed against the brake disc unit (actuated state). When the friction brake device is not actuated, the friction body unit is arranged at a distance from the brake disc unit. In particular, the brake disc unit is magnetically conductive or conductive. In particular, the brake disc unit forms part of a magnetic circuit through which a magnetic field of an electrical coil device runs during operation of the brake. The strength of the braking effect can advantageously be adjusted, in particular continuously, by targeted energization of a coil and the resulting normal force caused by a magnetic field between the friction body unit and the brake disc unit.

[0034] In particular, the brake disc unit is non-rotatably coupled to one of the two brake components that are rotatable relative to one another. In particular, the friction element unit is non-rotatably coupled to the other of the two brake components that are rotatable relative to one another. It is possible and advantageous for the brake disc unit and / or the friction element unit to be mounted so that they can be displaced / tilted transversely to their axis of rotation (or axially). In particular, an axial displacement / tilting of the brake disc unit and / or the friction element unit occurs during the actuation of the friction brake device.

[0035] In particular, actuation occurs by controlling an electromagnetic brake actuator. In particular, the friction brake device must be actively held in the actuated state. In particular, the friction body unit is actuated against the brake disc unit by targeted energization of an electrical coil device of the brake actuator. In particular, the friction body unit is moved away from the brake disc unit by means of a pretensioning device of the brake actuator. It is also possible that the friction brake device must be actively held in the unactuated state. In this case, the friction body unit is moved away from the brake disc unit, in particular by targeted energization of the electrical coil device of the brake actuator. In particular, the pretensioning device is pretensioned.By deactivating the electrical coil device, the brake actuator is then acted upon against the brake disc unit, in particular by means of the energy stored in the pretensioning device.

[0036] In particular, one of the brake components rotatable relative to one another, in particular the rotatable brake component, is arranged in a rotationally fixed manner on the shaft device. The brake component and the shaft device can be connected to one another in a force-fitting, form-fitting, and / or material-fitting manner, for example, in one piece. In particular, the brake component and the shaft device are arranged coaxially.

[0037] In one possible and advantageous embodiment, the braking device is (indirectly) coupled to the operating unit via the transmission device. In particular, the braking device cannot therefore brake the operating unit independently of the gear ratio of the transmission device. In particular, the braking device, the transmission device and the operating unit are operatively connected or switched to one another in series. In particular, the braking device and the drive device are operatively connected to the operating unit in series or in series. In particular, both the braking device and the drive device are only indirectly operatively connected to the operating unit via the transmission device. In particular, the braking effect depends on the gear ratio of the transmission device. The transmission device is arranged in particular between the braking device and the operating unit.The drive device can be located upstream or downstream of the braking device.

[0038] In particular, the drive device is also connected in series with the braking device, the transmission device and the operating unit. In particular, the braking device acts directly on the rotatable drive component and in particular on the rotor unit and, for example, on a motor shaft. It is possible for the rotatable braking component to be connected directly to the rotor unit. It is possible for one of at least two brake components of the braking device that are rotatable relative to one another, in particular a rotatable brake component, to be rotatably and preferably directly connected to one of at least two drive components of the drive device that are rotatable relative to one another, in particular a rotatable drive component. These are in particular the brake components or drive components described above. In particular, the rotatable brake component is rotatably and preferably directly connected to the rotatable drive component.

[0039] In particular, one of at least two brake components rotatable relative to one another, in particular a rotatable brake component, is rotationally and preferably directly connected to at least one drive element of the transmission device. In particular, the rotatable brake component is rotationally and preferably directly connected to the drive element.

[0040] In all embodiments, it is possible and advantageous for the transmission device to comprise at least one traction mechanism. The traction mechanism offers many advantages in terms of design complexity, weight, and installation space requirements. In particular, the traction mechanism is designed as a belt drive. The traction mechanism can also be designed as a chain drive or sprocket drive. In all embodiments, the transmission device can comprise a force-locking and / or a form-locking transmission.

[0041] The traction mechanism transmission comprises, in particular, traction mechanism pulleys and, for example, belt pulleys or sprockets or the like. The traction mechanism transmission comprises, in particular, at least one traction mechanism. The traction mechanism is, for example, a belt or a chain or the like. The belt is preferably designed as a toothed belt. Other suitable types of belts are also possible. In particular, the traction mechanism pulleys provide the drive element and the output element of the transmission device. In particular, the drive-side traction mechanism pulley has a smaller diameter than the output-side traction mechanism pulley.

[0042] The transmission device can comprise at least one gear transmission or be designed as such. In particular, the gear transmission comprises intermeshing gears. Other types of gear transmissions are also possible. In particular, the wheels or gears provide the input element and the output element. The transmission device can comprise a self-locking and / or a non-self-locking transmission. For example, the transmission device is designed as a worm gear with a worm wheel and worm. In a self-locking design, at least one clutch device is preferably arranged in the power train and, for example, between the transmission device and the control unit. The clutch device can also provide the braking device at the same time.

[0043] The drive device preferably comprises at least one electric motor or is designed as such. The electric motor can be designed as an internal rotor or an external rotor. For example, an axial flux motor, preferably a disc rotor, can be provided. A radial flux motor can also be provided. It is possible for the electric motor to be designed as a bell-shaped armature motor. Other suitable motor designs, such as a brushless DC motor, are also possible.

[0044] In particular, the stationary brake component and the stationary drive component are non-rotatably mounted on at least one support structure, and in particular on a (common) housing device. In particular, the brake component and the drive component are supported on the support structure with respect to the torque or braking torque they provide during operation.

[0045] It is possible and advantageous for the braking device and the drive device, and preferably also the transmission device, to be accommodated in or on a common receiving structure and preferably in a common housing device. The receiving structure can be fastened in particular to a support structure, for example to a body structure.

[0046] In an advantageous development, the operating device comprises at least one failure protection device, which is suitable and designed to apply a targeted torque (or braking torque) to the mobility of the operating element at least in the event of a failure of the braking device and / or a failure of the drive device. As a result, the operating element is neither blocked nor can it be moved without resistance.

[0047] The accident protection device comprises, in particular, at least one permanent magnet device whose magnetic field slows down the mobility of the brake components with a defined torque. In particular, the magnetic field of the permanent magnet device can be reduced and / or amplified during normal operation by an electrical coil device. The coil device of the accident protection device is, in particular, the coil device of the brake device, which serves to generate the braking torque during normal operation. However, the accident protection device can also have its own coil device. It is possible for the magnetic field of the permanent magnet device to be used during normal operation to support the braking effect.

[0048] A maximum braking torque of the braking device is in particular greater and preferably greater by a factor of two than a maximum torque of the drive device. It is also possible and advantageous for the maximum braking torque of the braking device to be greater by a factor of three or four or five or six than a maximum torque of the drive device. In particular, the braking device serves to block a steering unit so that it serves as an exit aid from a vehicle. In all embodiments, it is particularly advantageous and preferred for the operating device to be designed as a steering input device. In particular, the steering input device is designed to input a steering command according to the steer-by-wire concept. In particular, the operating unit then comprises at least one steering unit. In particular, the operating unit comprises at least one steering shaft.The steering unit corresponds in particular to the control element described here. The steering shaft corresponds in particular to the shaft device described here. The applicant reserves the right to claim such a steering control device.

[0049] Preferably, the braking device is not integrated into the power flow in the manner of a clutch. In particular, the braking device cannot interrupt or adjust the power flow between the drive device and the operating unit. In particular, the braking device can counteract the torque of the drive device. The operating unit and the drive device are each mounted independently of one another, preferably independently of one another, on a receiving structure and, for example, on a (common) housing device.

[0050] In particular, the operating device is designed such that a maximum current of the braking device during operation is less than 20 A and preferably less than 15 A, and particularly preferably less than 10 A or even less than 5 A. Such a maximum current is particularly related to a supply voltage of 12 V for generating a braking torque of 25 Newton meters.

[0051] The operating device presented here can be designed for steering or for operating other functions of a vehicle (e.g., rotary actuator with active adjustment by the motor) or other machines or devices (medical devices, computers, game controllers). The operating device presented here can also be designed as a different type of device, for example, as a door drive, brake-by-wire actuator, seat adjustment, and / or seat locking. In particular, the operating element can then generally be referred to as a movable device element. The device element can, for example, be designed as a lever or a shaft or the like. The applicant reserves the right to claim such a device.

[0052] In all embodiments, it is preferred that the magnetorheological medium comprises magnetorheological particles and gas as a filling medium. In particular, the magnetorheological particles are suspended in air. In particular, the magnetorheological medium is formed as a magnetizable powder. It is also possible for the magnetorheological medium to comprise magnetorheological particles and a carrier fluid, such as oil, water, alcohol, or the like. The medium can comprise liquid and / or solid additives (e.g., a graphite additive, molybdenum compounds, etc.).

[0053] It is particularly preferred that the magnetorheological particles (in each case) consist predominantly of carbonyl iron powder or its derivatives. Other magnetorheologically responsive particles are also possible. The magnetorheological particles can have coatings to protect against abrasion and / or corrosion and / or additional components to make the magnetorheological particles more durable, abrasion-resistant, and / or more lubricious during operation.

[0054] Further advantages and features of the present invention will become apparent from the embodiments which are explained below with reference to the accompanying figures.

[0055] Showing:

[0056] Figure 1 is a purely schematic representation of an operating device according to the invention in a partially sectioned side view;

[0057] Figure 2 is a purely schematic representation of another operating device according to the invention in a side view;

[0058] Figure 3 shows a detailed view of a braking device of the operating device; and

[0059] Figure 4 is a purely schematic representation of an operating device according to the invention in a partially sectioned side view.

[0060] Figure 1 shows an operating device 10 according to the invention with an actuator device 300 for specifically influencing the mobility of an operating unit 12. The operating unit 12 comprises a rotatably mounted shaft device 304 and an operating element 11 attached thereto.

[0061] The actuator device 300 comprises a drive device 302 embodied as an electric motor 332. The electric motor 332 is embodied here as a radial flux motor. Embodiment of the electric motor 332 as an axial flux motor would also be conceivable and possible. The drive device 302 has a first and a second drive component 312, 322. The first drive component 312 is rotatable and embodied as a rotor unit 312a or motor shaft. The second drive component 322 is stationary and embodied as a stator unit 322a.

[0062] The actuator device 300 also includes a brake device 301 configured as a magnetorheological brake device 301a with a first and a second brake component 311, 321. The first brake component 311 is rotatably mounted at bearing points 315 and is directly coupled to the shaft device 304. The second brake component 321 is stationary.

[0063] A circumferential (active) gap 331 extends between the brake components 311, 321, in which a magnetorheological medium (not visible here) is arranged. An electrical coil device 361 can generate an adjustable magnetic field, which influences the medium in the gap 331 in such a way that the desired braking effect is generated between the brake components 311, 321.

[0064] The gap 331 is sealed by seals 317. Contacting or non-contacting seals (e.g., magnetic seals), sealing medium seals (ferrofluid seals, sealing grease seals), etc. are possible.

[0065] As shown in the detailed illustration of Figure 3, the gap 331 has a variable gap height in the circumferential direction. For this purpose, the first brake component 311 is equipped with a star contour 341. The second brake component 321 has a circular cylindrical inner surface. This allows for particularly high braking torques to be achieved in combination with particularly compact dimensions.

[0066] With the actuator device 300, the control element 11 can be actively moved and specifically braked, as well as provided with haptically perceptible feedback. The braking device 301 and the drive device 302 are arranged adjacent to one another on a common support structure 303 and, for example, a housing device. The support structure 303 can be attached to a support structure of the vehicle, for example, to a body.

[0067] The operating device 10 is designed here purely as an example as a steering input device 309 for specifying a steering command according to the steer-by-wire concept. For this purpose, the operating element 11 is designed here as a steering unit 319 and, for example, as a steering wheel. The shaft device 304 is then a steering shaft 329. The design torques for the electric motor 332 are, for example, 0-5 Nm relative to the steering shaft 329; for the braking device 301, for example, 0-20 Nm or 0-25 Nm relative to the steering shaft 329.

[0068] The drive device 302 is connected to the shaft device 304 via a transmission device 400. The transmission device 400 has a drive element 411 and an output element 421 and converts an input speed provided by the drive device 302 into an output speed. The output speed is lower than the input speed.

[0069] The ratio of input speed to output speed here is, for example, 5 to 1. For example, the drive device 302 provides up to one Newton meter (Nm) for the active torque. Due to the step-up or step-down between the drive element 411 and the output element 422, a torque of up to five Newton meters (Nm) generated by the drive device 302 is available at the shaft device 304, for example. The braking device 301 in this embodiment provides a braking torque of up to 25 Newton meters (Nm), which acts directly on the shaft device 304.

[0070] As a result, the electric motor 332 can be designed to be compact and energy-saving despite the torque required for the steering unit 319 when driving from a standstill.

[0071] The transmission device 400 is designed purely as an example as a traction mechanism transmission 402. In the example shown here, the traction mechanism transmission 402 is a belt transmission 412 with two pulleys 422, 432 and a belt 442. One pulley 422 forms the drive element 411. The drive element 411 or the pulley 422 is here directly connected to the drive component 312 in a rotationally fixed manner.

[0072] The other pulley 432 forms the output element 421, which here is directly connected to the rotatable brake component 311 in a rotationally fixed manner. To achieve the desired gear ratio, the pulley 432 is equipped with a deliberately larger diameter than the pulley 422. However, the desired ratio of input speed and output speed can also be achieved with another suitable type of transmission.

[0073] The braking device 301 and the drive device 302 are connected in parallel to one another with the operating unit 12. This allows the braking device 301 to brake the movement of the operating unit 12 independently of the gear ratio of the transmission device 400. For the braking device 301 shown here, the power consumption is almost constant for all speeds at the same torque. This offers advantages in connecting the braking device 301 directly to the operating unit 12, bypassing the transmission device 400. A further advantage of the parallel arrangement is that the movement of the operating unit 12 can still be braked in a targeted manner even if, for example, the belt 442 should come off or break.

[0074] Figure 2 shows a variant of the operating device 10 in which the braking device 301 and the drive device 302 are connected in series with one another to the operating unit 12. For this purpose, the shaft device 304 or the steering shaft 329 is rotatably mounted on the receiving structure 303 by means of a schematically illustrated bearing 359. The drive device 302 is integrated here between the transmission device 400 and the braking device 301. The rotatable braking component 311 is coupled directly to the rotatable drive component 312. Other suitable ways of coupling the braking device 301, preferably directly, to the drive device 302 are also possible.

[0075] Due to the serial arrangement of braking device 301 and drive device 302 shown here, both the active drive and the braking effect always occur indirectly via the transmission device 400. The gear ratio of the transmission device 400 was taken into account when designing the braking effect. The motor coils and / or the coil device 361 of the braking device 301 can be wound from a coil wire made of copper, aluminum, etc. The cross-sectional shape of the coil wire can be round / or polygonal, e.g., rectangular, square, hexagonal, or octagonal.

[0076] Relative to a 12 V supply voltage for generating 25 Nm braking torque, the maximum current of the braking device 301 during operation is advantageously less than 20 A (amperes), preferably less than 15 A, particularly preferably less than 10 A, e.g. less than 5 A.

[0077] The total current for operating the electric motor 332 and the MR brake 301 during joint operation of the motor 332 and the braking device 301 is advantageously less than 20 A, preferably less than 15 A, particularly preferably less than 10 A, e.g. less than 5 A, based on a supply voltage of 12 V.

[0078] Lower power consumption can reduce component costs for electronics, such as power filtering, MOSFETs, and control units. For example, the control for adjusting the steering wheel position can be used to control the actuator device 300.

[0079] The drive device 302 and the braking device 301 can preferably be controlled simultaneously to achieve a total torque (from the motor torque and the braking torque of the MR brake). Blending the motor torque and braking torque is also possible (e.g., increasing the motor torque and reducing the braking torque, and vice versa). The maximum total torque of the FEA can be achieved by applying maximum current to the motor and the MR brake. The maximum total torque at the steering shaft can, for example, be in a range higher than 20 Nm, e.g., 25 Nm or more.

[0080] Figure 4 shows a variant of the operating device 10, in which the braking device 301 is designed as a friction braking device 301b with an electromagnetic braking actuator 360. The friction braking device 301b comprises a magnetically conductive brake disc unit 306, which is axially displaceably and rotationally fixedly mounted on a rotor flange 326. The rotor flange 326 is provided here by the braking component 311.

[0081] A friction body unit 316 with at least one friction lining is non-rotatably attached to the other brake component 321. A magnetically conductive coil holder 356 with an electrical coil device 346 is located on the brake component 321.

[0082] The upper part shows the brake device 301 in a non-actuated (released) state. The lower part shows the actuated (applied) state. When the brake is actuated, the brake actuator 360 generates a magnetic field (366) via the coil device 346, which pulls the brake disc unit 306 against the friction body unit 316. This tensions a pretensioning device 336 and, for example, a spring.

[0083] When the brake is released, the coil device 346 is no longer energized, or energized in such a way that the brake disc unit 306 is no longer pulled toward the friction body unit 316 by the magnetic field 366. As a result, the brake disc unit 306 can be retracted by the pretensioning device 336, so that it is spaced apart from the friction body unit 316.

[0084] A reversed mode of action of the brake actuator 360 would also be possible here. Then, the preloading device 336 would be preloaded by the magnetic field 366 when the brake is released. When the brake is applied, the brake disc unit 306 is then acted upon by the force of the preloading device 336 against the friction body unit 316.

[0085] In the exemplary embodiment according to Fig. 4, the electric motor 332 is designed as an axial-base motor. It would also be conceivable and possible for the electric motor 332 to be designed as a radial-base motor. A sensor unit 305 is used here to detect a characteristic parameter for the rotary movement of the operating element 11 or of the steering unit 319. For example, a rotation angle sensor or a torque sensor or a combination of both is provided. The sensor unit 305 is mounted here on a component that is stationary relative to the shaft device 304 or on the receiving structure. For example, the rotary movement of the shaft device 304 relative to the sensor device 305 is detected here. In this way, the angle of rotation of the steering unit 319 can be reliably determined. The other operating devices 10 shown here according to Figures 1 and 2 also preferably have such a sensor device 305.

[0086] In all embodiments, the steering input device 309 is preferably connected without a mechanical connection and purely electrically or electronically to a steering device (not shown) of a vehicle. The steering device can adjust the steered wheels of the vehicle and thereby convert the steering movement performed by the steering unit 319 into a vehicle movement. The position or movements and / or the torque and / or the speed of the steering unit 319 are detected for this purpose by the sensor device 305.

[0087] The sensor device 305 makes its information available, for example, to a control device (not shown). Additionally or alternatively, further sensor means can be provided in the braking device 301 and / or in the drive device 302, which likewise make their information available to the control device. The steering device then receives the target specifications from the control device. In addition, the steering device can transmit torque requirements for the haptic feedback. The control device then controls the braking device 301 and the drive device 302 so that haptic feedback can be perceived on the steering unit 319, which haptic feedback corresponds, for example, to that of a conventional mechanical steering system.

[0088] List of reference symbols:

[0089] 10 Operating device 326 rotor flange

[0090] 11 Control element 329 Steering shaft

[0091] 12 Control unit 331 gap

[0092] 300 Actuator device 332 Electric motor

[0093] 301 Braking device 336 Pre-tensioning device

[0094] 301a Braking device 341 Star contour

[0095] 301b Friction brake device 346 Coil device

[0096] 302 Drive device 356 Spool holder

[0097] 303 Recording structure 359 Storage

[0098] 304 Shaft device 360 ​​Brake actuator

[0099] 305 Sensor device 366 Magnetic field

[0100] 306 Brake disc unit 361 Coil device

[0101] 309 Steering preset device 400 Gearbox device

[0102] 311 Brake component 402 Traction mechanism

[0103] 312 Drive component 411 Tint drive element

[0104] 312a Rotor unit 412 Belt drive

[0105] 315 Bearing point 421 Output element

[0106] 316 Friction element unit 422 Pulley

[0107] 317 Seal 432 Pulley

[0108] 319 Steering unit 442 Belt

[0109] 321 brake component

[0110] 322 drive component

[0111] 322a Stator unit

Claims

Claims:

1. Operating device (10) with at least one movable operating unit (12) and with at least one actuator device (300) for the targeted influencing of the mobility of the operating unit (12), wherein the actuator device (300) comprises at least one controllable braking device (301) for generating a braking torque acting on the operating unit (12), so that the mobility of the operating unit (12) can be specifically braked and wherein the actuator device (300) comprises at least one drive device (302) for generating a torque acting on the operating unit (12) so that the operating unit (12) is actively movable, and comprising at least one transmission device (400) driven by the drive device (302) and driving the operating unit (12), wherein the transmission device (400) is suitable and designed to translate a drive speed provided by the drive device (302) into an output speed that can be provided to the operating unit (12), wherein the ratio of drive speed and output speed is greater than one.

2. Operating device (10) according to the preceding claim, wherein the ratio of input speed and output speed is at least two and in particular at least four and preferably at least five and particularly preferably at least eight.

3. Operating device (10) according to one of the preceding claims, wherein the operating unit (12) comprises at least one rotatably mounted shaft device (304) and at least one operating element (11) coupled to the shaft device (304).

4. Operating device (10) according to one of the preceding claims, wherein the operating unit (12), in particular the Shaft device (304) with at least one output element (421) of the transmission device (400) which is rotationally and preferably directly connected.

5. Operating device (10) according to one of the preceding claims, wherein the drive device (302) comprises at least two drive components (312, 322) rotatable relative to one another and wherein one of the drive components (312, 322) is connected in a rotationally fixed and preferably directly manner to at least one drive element (411) of the transmission device (400).

6. Operating device (10) according to one of the preceding claims, wherein the braking device (301) is operatively connected to the operating unit (12) in parallel to the transmission device (400), so that the braking device (301) can brake the operating unit (12) independently of the gear ratio of the transmission device (400).

7. Operating device (10) according to one of the preceding claims, wherein the braking device (301) is rotationally fixed and preferably directly coupled to the operating unit (12).

8. Operating device (10) according to one of the preceding claims, wherein the operating unit (12) is connected in a rotationally fixed manner and preferably directly to one of at least two brake components (311, 321) of the brake device (301) which are rotatable relative to one another.

9. Operating device (10) according to the preceding claim, wherein one of the brake components (311, 321) rotatable relative to one another is arranged in a rotationally fixed manner on the shaft device (304).

10. Operating device (10) according to one of the preceding claims, wherein the braking device (301) is coupled to the operating unit (12) via the transmission device (400), so that the braking device (301) Control unit (12) cannot brake independently of the gear ratio of the transmission device (400).

11. Operating device (10) according to one of the preceding claims, wherein one of at least two relatively rotatable brake components (311, 321) of the braking device (301), in particular a rotatable brake component (311, 321), is rotatably and preferably directly connected to one of at least two relatively rotatable drive components (312, 322) of the drive device (302), in particular a rotatable drive component (312, 322).

12. Operating device (10) according to one of the preceding claims, wherein one of at least two brake components (311, 321) of the brake device (301) which are rotatable relative to one another, in particular a rotatable brake component (311, 321), is rotatably and preferably directly connected to at least one drive element (411) of the transmission device (400).

13. Operating device (10) according to one of the preceding claims, wherein the transmission device (400) comprises at least one traction mechanism transmission (402) and wherein the traction mechanism transmission (402) is preferably designed as a belt transmission (412).

14. Operating device (10) according to one of the preceding claims, wherein the transmission device (400) comprises at least one gear transmission.

15. Operating device (10) according to one of the preceding claims, wherein the drive device (302) comprises at least one electric motor (332).

16. Operating device (10) according to one of the preceding claims, wherein the braking device (301) and the drive device (302) and in particular also the transmission device (400) are arranged in a common housing equipment.

17. Operating device (10) according to one of the preceding claims, wherein the braking device (301) is designed as a magnetorheological braking device (301a) or as a friction braking device (301b) and wherein the friction braking device (301b) is designed in particular to be at least partially electromagnetically actuated.

18. Operating device (10) according to one of the preceding claims, designed as a steering input device (309) for inputting a steering command according to the steer-by-wire concept, wherein the operating unit (12) comprises at least one steering unit (319).