HAPTIC OPERATING DEVICE WITH A MAGNETORHEOLOGICAL BRAKE DEVICE

Description

[0001] The invention relates to a haptic operating device and in particular to a haptic operating button with a magnetorheological braking device with a fixed holder and with at least two braking components which are continuously rotatable relative to one another about a rotation axis, and to a method and the use of the device.

[0002] The haptic operating or actuating device can be used in particular for operating technical devices in motor vehicles and other vehicles, for example as a rotary control, rotary / push control, for infotainment, the air conditioning system (temperature, ventilation level, distribution), as a gear selector switch, for navigation, for cruise control, for distance control, as seat adjustment, in the steering (steer by wire or steering in general) or in the steering wheel, in the handlebars or steering line of a two-wheeler, three-wheeler or four-wheeler (e.g. OFF-highway vehicle such as Polaris vehicles), jet skis, snowmobiles, ALL Terrain Vehicle, for the pedals, for chassis adjustment, for driving mode adjustment, for windshield wiper adjustment, for window adjustment or sunroof adjustment, for the parking assistant or for setting (partially) autonomous driving or even as a steering wheel replacement.

[0003] It can be used in motor vehicles, aircraft, ships, boats, and in agricultural machinery, such as tractors or combine harvesters, harvesters, and other agricultural field machinery. It can also be used in construction machinery, for example, forklifts or similar machines, or even in medical or industrial equipment.

[0004] The invention can also be used in the operation or as an input device of washing machines, kitchen appliances and household appliances, radios, cameras and film cameras, hi-fi and television systems, smart devices, smart home devices, laptops, PCs, smartwatches, in a crown wheel of wristwatches or as a computer mouse or as a rotary wheel in a computer mouse, on game consoles, in gaming equipment, as a rotary knob in a keyboard or on other devices.

[0005] Magnetorheological fluids, for example, contain extremely fine ferromagnetic particles, such as carbonyl iron powder, distributed in an oil. Magnetorheological fluids use approximately round or spherical particles with a manufacturing-related diameter of 1 µm to 10 µm, although the particle size and shape are not uniform. When such a magnetorheological fluid is exposed to a magnetic field, the carbonyl iron particles of the magnetorheological fluid or medium interlink along the magnetic field lines, significantly influencing the rheological properties of the magnetorheological medium depending on the shape and strength of the magnetic field (transferable shear stresses).

[0006] Brake units with magnetorheological fluids are well-known from the state of the art, e.g., the MRF brake from Lord Corporation in various sizes (5 Nm, 12 Nm, 20 Nm): https: / / www.lord.com / products-and-solutions / steer-by-wiretactile-feedback-device. These are also used, among other things, as "steer-by-wire tactile feedback." These brakes function in principle. A disadvantage of these MRF brakes, however, is their relatively high basic friction (base torque) in relation to the maximum torque (working range). According to Lord's website / specification, the working range of the 5 Nm brake is 0.5 to 5 Nm (factor 10). For the 12 Nm brake, the working range is between 1 Nm and 12 Nm (factor 12), and for the 20 Nm brake, the working range is between 1 Nm and 20 Nm (factor 20). This relatively small working range is not sufficient for many applications, which is why these series products are primarily used for coarse motor applications (e.g.Operation usually with gloves, such as in industry, with agricultural machinery, on forklifts...).

[0007] Fine-motor applications such as operating the infotainment system with rotary / push controls using three fingers in a car, operating game consoles while gaming, and even steering a passenger car require a significantly lower base torque with a higher maximum torque, thus requiring a considerably larger operating range. This high base torque, in particular, quickly leads to fatigue and makes very fine adjustments difficult to handle. However, the well-known MRF brakes do not allow for a large operating range because the friction surfaces are too large. Smaller friction surfaces would reduce the base torque, but this would also reduce the maximum torque.

[0008] WO 2012 / 034697 A1 discloses a magnetorheological transmission device comprising two coupling components whose coupling intensity can be influenced. To influence the coupling intensity, a channel containing a magnetorheological medium is provided. The magnetorheological medium in the channel is influenced via a magnetic field. Rotating bodies are provided in the channel, on which acute-angled regions containing the magnetorheological medium are provided. The channel, or at least a portion thereof, can be subjected to the magnetic field of a magnetic field generating device in order to selectively (magnetically) link the particles and wedge or release them with the rotating bodies. This magnetorheological transmission device can also be used on a rotary knob for operating technical devices.Such a magnetorheological transmission device works and allows the transmission of quite high forces or torques while maintaining a relatively small design or volume.

[0009] US 2006 / 280575 A1 discloses a control element for a motor vehicle comprising a housing, a rotary knob, and a shaft connected to it. The rotary knob is rotatably mounted via a ball bearing. A magnetorheological braking element is used for braking. It may also include an electromagnetic braking element and a torsion spring.

[0010] DE 10 2010 055 831 A1 discloses an operating head that has a magnetorheological brake in which the magnetic field runs through the ball bearing.

[0011] WO 2012 / 034697 A1 also discloses a rotary knob or control knob in which the actual knob is mounted so that it can rotate around a shaft. The braking torque can be controlled via the magnetic field generated by an electric coil. If an even higher braking torque is desired, cylindrical rollers can be used instead of spherical rotating bodies, so that the magnetic field acts over a longer distance or a larger area (magnetic field concentration and wedge formation occur over a larger area). A haptic operating device with such rotating bodies or rolling elements enables satisfactory function and a very high torque for a haptic control knob, while at the same time a low braking / base torque is applied when the magnetic field is switched off (e.g., less than 0.5 Nm at 50 Nm maximum torque). The ratio of maximum generateable torque to minimum torque (base torque) is high (> 100).

[0012] The disadvantage, however, is that the high maximum torque can only be achieved at low speeds of the haptic control device. If the speed exceeds a value that depends on the specific design, the maximum torque drops significantly and does not always meet the requirements.

[0013] It is therefore the object of the present invention to provide a haptic operating device and in particular a haptic operating button with a magnetorheological braking or damping device, with which a low base torque and a relatively high maximum torque can be generated at different speeds.

[0014] This object is achieved by a haptic 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.

[0015] A haptic operating device according to the invention can be designed in particular as a haptic operating button or rotary knob or rotary element. The haptic operating device has at least one magnetorheological braking device with a stationary holder and with at least two braking components. One of the two braking components is connected to the holder in a rotationally fixed manner. The two braking components are continuously rotatable relative to one another about a (common) axis of rotation. A first braking component extends along the axis of rotation (in the axial direction) and comprises a core made of a magnetically conductive material. This means that the first braking component extends at least partially along the axis of rotation. Or that at least a section of the first braking component or preferably a substantial part of the first braking component extends along the axis of rotation.The second brake component comprises a hollow casing part (made of a magnetically conductive material) extending around the first brake component. Between the first and second brake components, circumferential brake gap sections are formed, in particular axially spaced from one another and at least partially filled with a magnetorheological medium. At least one third or central brake gap section is arranged (in the axial direction) between a first brake gap section and a second brake gap section. A first electrical coil is assigned to the first brake gap section, and a separately controllable second electrical coil is assigned to the second brake gap section.

[0016] The haptic operating device according to the invention has many advantages. A significant advantage of the haptic operating device according to the invention is that two separate electrical coils (with interacting brake gap sections) are provided and can be controlled differently.

[0017] This allows for even better and more sensitive adjustment of the haptic effect. This allows the braking effect to be adjusted, for example, at low speeds or at a standstill, using one or the first electrical coil (and the associated braking gap), while the second electrical coil (plus braking gap) can be used to optimally adjust the braking torque, for example, at higher speeds or when a higher braking torque is desired or required. The respective current intensities and current curves can be adjusted independently of each other.

[0018] Particularly when the available electronics do not have a large control range, it is advantageous if two (identical or sometimes different) coils can be controlled independently of one another for different torques and speeds. This is the case, for example, in cars where the on-board electronics only provide limited power or voltage. The haptic control device can be used as a rotary / push button to control the on-board computer or the various functions of the vehicle components, or in the steering wheel as an operating roller or for steer-by-wire applications. In this case, a first electrical coil (with, for example, a star contour in the brake gap section) can be used for the low braking torques, where small torques (e.g. 0.1 Nm) are to be generated with high resolution. In this case, the controllable torque is also not (or only minimally) speed-dependent. The second electrical coil can, for example, control the magnetic field in a different and, for example,The second or third brake gap section (e.g., wedge bearings with rolling elements) can be used to adjust or regulate high locking torques or the maximum torque, as is necessary for an end stop. Such high torques do not require a high resolution, and the speed dependency is not crucial in this case.

[0019] The invention makes it possible to use an electrical coil or a (specially designed) magnetic circuit for braking when stationary (blocking), for example, which can generate a particularly high braking torque. In this case (when stationary at high torques), the reproducibility often does not have to be particularly precise, which reduces the design effort and costs. A stationary braking component does not rotate as long as the braking torque is high enough and not exceeded. The other electrical coil or the other magnetic circuit can then be designed, for example, to specifically brake the corresponding braking component when it rotates during operation. This regularly requires a higher level of reproducibility so that no difference, or only a slight difference, is noticeable to the touch. This usually places greater demands on the design conditions and can require greater technical effort and higher costs.The invention enables both properties in a simple manner and overall a cost-effective design.

[0020] At least one brake gap section is formed at a brake gap. It is possible and preferred for two or more brake gap sections to be provided or formed at a common or different (and possibly spatially or structurally separate) brake gaps. Thus, all brake gap sections can be formed at a single brake gap. It is also possible for each individual brake gap section to be formed at a separate brake gap.

[0021] Particularly preferably, at least two differently configured brake gap sections are included. In particular, the first and second brake gap sections are configured differently from one another. The first and second brake gap sections are preferably configured differently in the radial and / or axial (and / or oblique) direction and / or are functionally different.

[0022] It is also preferred that two or three (or more) brake gap sections be similar, identical, or even identical. In particular, identical (or identical) disc contours are formed on at least two (or three) brake gap sections.

[0023] In such configurations, the braking torque can be flexibly and appropriately increased or decreased as needed by connecting an additional brake circuit. Alternating application is also possible to reduce the load on the individual electrical coils and / or brake gap sections.

[0024] In particular, it is preferred that two or more brake gap sections be constructed according to the same functional principle. Thus, with three brake gap sections, the axially outer sections can be constructed (basically or exactly) identically, while the middle brake gap section (basically) also has the same dimensions, but, for example, different (and, for example, axially longer).

[0025] The brake gap comprises, in particular, at least three brake gap sections (particularly axially spaced from one another and preferably circumferential). The brake gap sections can be configured identically or differently. In particular, the brake gap sections can be configured identically or differently with respect to their disc contours.

[0026] This allows for different braking methods at different speeds and depending on the requirements of the haptic control device. While, for example, the first brake gap section (due to its functionality) can generate a higher torque at lower speeds, the second brake gap section, due to its different design, can generate a relatively high torque even at higher speeds. Such effects can also be generated by the two electrical coils and, in particular, significantly amplified. A particularly high torque can be generated at standstill, and at high speeds, a finely controllable low torque or, if necessary, high torque, depending on the control of the two electrical coils.

[0027] This means that a constant maximum torque can be achieved across the entire speed range, which is very advantageous in many applications.

[0028] Another advantage is the redundancy provided by such a system with two electrical coils. If one coil fails, the second coil can still generate a magnetic field, thus providing a controllable torque (albeit not always with the same quality) across the associated brake gap section. Redundancy is very advantageous for applications where high reliability is required.

[0029] In particular, the first brake gap section and the second brake gap section are designed differently. Preferably, at least two (functionally) different and radially formed brake gap sections are included. The brake gap sections are preferably designed separately from one another and, in advantageous embodiments, are separated from one another in the axial direction.

[0030] Preferably, the first brake gap section and the second brake gap section are formed with different widths (gap heights) and / or have different cross-sectional profiles.

[0031] It is also particularly preferred that different materials are used at least partially in the first brake gap section and the second brake gap section. In particular, in the regions of the first brake gap section and the second brake gap section, the materials used on the core and / or the casing part can differ at least in some sections. The same or different materials and constructions can be used for the electrical coils.

[0032] The two brake gap sections can have different running clearances and gap dimensions and / or gap contours and gap profiles (of the parts moving relative to each other). A small gap height can result in higher torques, but is often more difficult to control. A large gap height generally behaves the opposite way (low torque, but easier to control). Depending on requirements, one (first) or the other (second) electrical coil can be energized. For example, an end stop (stop, barrier) usually requires very high torques and little control technology, since the actuator is essentially stationary. In this case, a small gap (gap height) or possible rotating bodies / rollers in the brake gap section are efficient. However, braking that is as constant as possible at higher speeds usually requires a high level of control quality; in this case, a larger gap height and / or a disk / star contour on a brake gap section is advantageous.

[0033] A significant advantage of such a haptic control device is that it comprises two functionally different brake gap sections, each oriented radially. This allows for different braking methods at different speeds of the haptic control device. While one of the brake gap sections (due to its functionality) generates a higher torque at lower speeds, the other brake gap section, due to its different design, generates a relatively high torque even at higher speeds. This achieves a constant maximum torque across the entire speed range, which is very advantageous in many applications.

[0034] The haptic control device has a simple design, uses only a few parts, and allows for easy and cost-effective production. The basic friction is low, and a high maximum torque can be provided for different speeds, even at standstill. Manufacturing is simple and cost-effective.

[0035] The first braking component defines an axial direction. In particular, an axis of symmetry of the first braking component is the axis of rotation. The core of the first braking component preferably extends in the axial direction, but can also be at a slight angle to the axial direction.

[0036] The invention makes it possible to generate a high braking torque at different speeds in a small installation space. The magnetic field passes through the two different braking gap sections between the core and the casing part, each essentially radially or at least transversely to the rotation axis.

[0037] Particularly preferably, a disc contour is arranged or formed between the casing part and the core on at least one brake gap section, in particular on the first brake gap section. The first brake gap section is in particular an axially outer brake gap section, especially if a total of three (or four) brake gap sections are included. It is possible for a disc contour of different shape (i.e., different from the first brake gap section) to be formed between the casing part and the core on or in a second brake gap section. However, identically formed brake gap sections are also possible.

[0038] It is also possible and advantageous that the haptic operating device or an associated control unit is suitable and designed to select at least two (or at least three or at least four) brake gap sections of the at least three brake gap sections depending on the level of a braking torque to be set and to generate the braking torque by combining them.

[0039] For example, an end stop can be generated by a combination of at least two (or at least three or at least four) brake gap sections of the at least three brake gap sections.

[0040] In all embodiments, it is preferred that all brake gap sections are at least partially filled with a magnetorheological medium.

[0041] In all embodiments, it is preferred that the brake gap sections are formed at a common gap that extends circumferentially between the two brake components.

[0042] Preferably, a disc contour is arranged, attached, or formed on the first or at least one brake gap section on the casing part and / or the core. In practice, the disc contour preferably defines the (first) brake gap section. A disc contour is also understood to mean a shape similar to a disc contour.

[0043] The disc contour can be formed as an annular flange integral with the core, but can also be a separate part that is arranged or attached to the core. The disc contour can also be made up of multiple parts. It is also conceivable for the disc contour to be formed integrally with the shell part or attached to it. In the first case, the disc contour protrudes radially outward from the core, and in the second case, radially inward from the shell part.

[0044] Two disc contours are also possible, one of which protrudes radially outward from the core and the other radially inward from the shell. The corresponding brake gap section is then formed (particularly radially) between the disc contours. It is also conceivable that a defined axial gap is formed between a disc contour protruding radially outward from the core and a disc contour protruding radially inward from the shell, which belongs to the brake gap section. Radial gaps, however, have the advantage that axial play does not affect the gap height or width.

[0045] Preferably, a plurality of rolling elements are arranged on the circumference of the core in the second (or at least one) brake gap section. The rolling elements are preferably held by a holder (rolling element holder). The holder or rolling element holder is particularly preferably made of a non-magnetically conductive material.

[0046] The second brake gap section is preferably also an axially outer brake gap section.

[0047] In particular, the first brake gap section has a disc contour with a cylindrical outer geometry. Preferably, the second brake gap section has a variable gap height over the circumference of the brake gap section. In particular, the second brake gap section has a disc contour designed as a star contour. Preferably, the first brake gap section has a constant gap height over the circumference of the brake gap section. It is also possible and preferred for the first brake gap section to have a less strongly variable gap height over the circumference of the brake gap section than the second brake gap section (or vice versa). In this case, the first brake gap section also has, in particular, a star contour.

[0048] In particular, at least one star contour is arranged on the second (or at least one) brake gap section between the casing part and the core. This results in a variable gap height in the area of the star contour over the circumference of the brake gap section. In this embodiment, too, the second brake gap section is preferably also an axially outer brake gap section.

[0049] Magnetic field concentrators are preferably formed or arranged on a star contour, which protrude (radially) into the gap, so that in the area of the star contour the circumferential second brake gap section with variable gap height is created

[0050] The elements serving as magnetic field concentrators can protrude radially inward or outward, or axially from a star-shaped configuration. The magnetic field concentrators can be tooth-shaped, arc-shaped, sinusoidal, or trapezoidal, for example, and can be arranged regularly or irregularly and have different heights.

[0051] A (single) magnetic field concentrator can also be designed as an arm. A magnetic field concentrator can be individually mounted or integrally formed.

[0052] Preferably, the first electrical coil and the second electrical coil are each received (radially) between the shell part and the core and are each wound around the rotation axis.

[0053] The third brake gap section is formed in particular by at least one annular contour, which is arranged or formed between the casing part and the core. The annular contour can be formed integrally, analogous to a previously described disc contour, or as a separate part, also in multiple parts. In particular, the annular contour is longer in the axial direction than the disc contour.

[0054] The ring contour preferably forms a circumferential thin gap section between the shell part and the core, namely the third braking gap section.

[0055] Preferably, the first electrical coil is arranged axially between the first brake gap section and the annular contour. The second electrical coil is preferably arranged axially between the annular contour and the second brake gap section.

[0056] The ring contour can be formed as a separate part.

[0057] In all embodiments, it is particularly preferred that the magnetic fields of the first electrical coil and the second electrical coil each extend to a considerable extent through the ring contour.

[0058] In all embodiments, it is preferred that the first electrical coil and the second electrical coil are designed differently. This allows different properties to be assigned to the brake gap sections.

[0059] It is preferred that at least two electrical coils, and in particular the first electrical coil and the second electrical coil, differ in at least one parameter from a group of parameters, and in particular coil parameters. The group of parameters includes, in particular, the wire diameter and wire cross-section (round, square, etc.), the number of turns, the winding window, the winding type, the coil width, the coil geometry, the coil cross-section, the coil diameter, and the material of the coil and / or the adjacent material.

[0060] The electrical coils can have different wire diameters, materials, and even winding windows (the total cross-sectional area of the winding). For example, a coil can have a thicker wire with lower electrical resistance, making it faster in terms of control technology. The coils can thus be optimally designed to suit the specific properties of the associated braking sections.

[0061] By varying parameters or properties of the electrical coils and / or the associated magnetic circuits, an electrical coil can be tuned for "fast" or energy-efficient braking. One electrical coil and the braking system as a whole can thus generate high and fast braking torques, while the other electrical coil, for example, generates energy-efficient braking torques. The latter is particularly advantageous for battery-powered vehicles.

[0062] However, three or more electrical coils and brake gap sections may also be included or provided.

[0063] In particularly preferred embodiments and further developments, a disc contour is formed between the casing part and the core in the first brake gap section, a plurality of rolling elements are arranged on the circumference of the core in the second brake gap section, and the annular contour is arranged in the third brake gap section. The annular contour is in particular wider than the disc contour in the first brake gap section.

[0064] Preferably, the holder comprises an axle or shaft on which a cable feedthrough is formed, through which electrical cables are guided to the first and second electrical coils via an inner part connected to the axle.

[0065] The two electrical coils can be mounted on a (common or separate) holder (coil holder).

[0066] In particular, a first and a second cover are connected to the casing part at the axial ends, wherein the axis is only passed through one cover and is sealed against the axis.

[0067] It is also possible and preferred that at least a fourth brake gap section is included. Then, it is possible for the first electrical coil, for example, to be assigned the first and third brake gap sections, and for the second electrical coil, for example, to be assigned the second and fourth brake gap sections. A different assignment is also possible. It is also possible for the magnetic field of at least one electrical coil to pass through at least three brake gap sections.

[0068] If rolling elements are used in the second brake gap section, they essentially serve as magnetic field concentrators. Due to the rolling elements (which serve as magnetic field concentrators), acute angles can arise between the individual magnetic field lines and the radial alignment, but generally or on average, the magnetic field is essentially radial. The same applies to the other brake gap section with the disc contour, where a three-dimensional alignment of the magnetic field lines can also occur at the radial end of the disc contour, although on average or overall, they are again essentially radially aligned.

[0069] In particular, in an axial region (directly) adjacent to the first electrical coil, a disk contour or a disk body is formed between the casing part and the core, and in a (different) axial section (directly) adjacent to the second electrical coil, a plurality of rolling elements (as magnetic field concentrators) are arranged on the circumference of the core. The rolling elements are arranged in particular in a common plane transversely or perpendicularly to the axis of rotation. Preferably, the rolling elements can move completely around the core. An outer surface of the core is preferably cylindrical in the second braking gap section. Preferably, the annular contour is arranged (directly) between the first electrical coil and the second electrical coil.

[0070] Preferably, a radius or (typical or maximum) diameter of the first brake gap section is approximately, and in particular exactly, the same size as a radius or (typical or maximum) diameter of the second brake gap section and / or the third brake gap section. This allows for high torques to be generated even at higher speeds and when starting from a standstill.

[0071] The magnetorheological medium wets in particular the first and the second brake components at least in sections.

[0072] The first electrical coil and the second electrical coil are preferably wound around the rotational axis and essentially generate a magnetic field in the axial direction within the core. The two electrical coils are accommodated radially between the core and the casing part. The electrical coils can be wound around the core or attached to the inside of the casing part.

[0073] The core is made of a magnetically (highly) conductive material. The first brake component comprises the core and, in particular, an axle or shaft, which is, in particular, made at least partially or entirely of a magnetically non-conductive material. Preferably, the axle (shaft) and the core are detachably connected to one another.

[0074] The disc contour consists at least partially or completely of a magnetically (well) conductive material.

[0075] In a preferred embodiment, the disk contour is formed as a separate disk body. It is also possible for the disk contour to be formed integrally with the core and, for example, to be T-shaped, with the long leg of the "T" running along the rotation axis. It is also possible for a portion of the disk contour to be formed integrally with the core and supplemented by a separate disk body. In simple and particularly preferred embodiments, the disk contour is formed by a separate disk body that is attached to or on the core.

[0076] Preferably, the disk body is applied to the core. For this purpose, the core, in particular, has a suitable receptacle.

[0077] It is possible and preferred, for example, for the disc body to be connected to the core or pressed on. However, it is also possible for the disc contour or the disc body to be connected to the shell part and, for example, pressed into it. It is also conceivable for two mutually adapted disc bodies to be used, between which a radial brake gap section is formed. In this case, a first hollow cylindrical disc contour can be applied to the core and a second hollow cylindrical disc contour with a correspondingly large inner diameter can be introduced into the shell part so that the two disc contours are aligned with one another, for example in the axial direction, leaving a small (radial) gap between them. A brake gap section, in particular one that is essentially radial, then remains between the two disc contours.

[0078] In particularly preferred embodiments, the disk contour has at least one disk pack. The disk pack is formed in particular by a plurality of preferably directly adjacent disk sheets. Such a configuration enables, for example, the production of the disk sheets as stamped parts. Stamped parts can be produced particularly easily and cost-effectively in large quantities. If they are stacked on top of one another and pressed together, for example, a disk pack or disk body with a considerably greater thickness can be provided easily and cost-effectively. This makes disk sheets (also called disks) and disk packs very cost-effective to manufacture. Individual disks can also have different properties (e.g. due to different materials). Individual disks can also be made of (sintered) magnetic material (e.g. neodymium).

[0079] It is preferred that at least some of the disc sheets or almost all of the disc sheets or all of the disc sheets are each round and have the same diameter or similar diameters. However, it is also possible to use some or individual non-circular disc sheets on which, for example, a non-circular outer contour or a tooth structure or star contour is formed radially outwards. If round and non-circular disc sheets are stacked to form a disc pack, a complex outer contour can be created which can lead to a greater local magnetic field concentration. It is also possible for a disc pack to comprise several round (or non-circular) disc sheets with different outer diameters. In this way, round disc sheets with smaller and larger diameters can be provided alternately.

[0080] In particularly preferred embodiments, the disk contour has an overall cylindrical outer contour.

[0081] It is possible and preferred for the disk contour to have an (axially) outwardly projecting outer contour on at least one axial side. The disk contour may be conical, bulbous, rounded, or stepped overall. In particular, the disk contour is rotationally symmetrical in the region of the outer contour. The outwardly projecting outer contour can, for example, be supported on a cover or the like or be guided there. The outwardly projecting outer contour thus enables the provision of a reservoir of magnetorheological particles.

[0082] In all configurations utilizing rolling elements, it is preferred that the radial clearance for a rolling element between the casing portion and the core in the second brake gap section be greater than the gap height in the first brake gap section (in the region of the disk contour). The radial clearance is the difference between the gap height in the second brake gap section minus the diameter of the rolling element. Typically, the radial clearance is divided approximately equally radially outside the rolling element and radially inside the rolling element. In simple cases, the rolling element is arranged radially centrally, and the radial distance between the outer surface of the rolling element and the inner surface of the casing portion and the radial distance between the outer circumferential surface of the core and the radially inner outer surface of the rolling element are approximately equal.

[0083] Preferably, the radial clearance (total) for a rolling element in the second brake gap section is more than twice and in particular at least three times as large as the gap height in the first brake gap section. This means that normally the rolling element has more clearance radially outwards and radially inwards than the gap height on the disk body in the first brake gap section. It is also possible and preferred that the radial clearance for a rolling element in the second brake gap section is four times as large or even greater than the gap height in the first brake gap section. Preferably, a gap height at the brake gap section on the disk contour is less than 0.15 mm and preferably less than 0.1 mm.Preferably, the radial clearance in the second brake gap section and the gap height in the first brake gap section at the disk contour, and the gap height in the third brake gap section, are (significantly) smaller than a radial distance in other regions of the gap. The radial distance from the outer diameters of the electrical coils or from the outer diameter of a coating over the electrical coils or an overmolding of the electrical coils to the radial inner wall of the casing part is (axially) preferably (significantly) larger outside the two brake gap sections than in the two brake gap sections. The size difference can reach and far exceed a factor of 2 or 3.

[0084] In specific embodiments, the radial clearance for a rolling element in the second brake gap section is approximately 0.2 mm, while the gap height in the first brake gap section is approximately 0.05 mm. Deviations of + / - 50% are possible in each case. Overall, the radial play on a haptic control button in the area of the rolling elements is then twice the radial clearance, since rolling elements are arranged on opposite sides of the core, a total of 0.4 mm in this example. In the area of the first brake gap section with a gap height of 0.05 mm, this results in a total radial clearance of 2 × 0.05 mm, i.e. 0.1 mm.

[0085] Due to this very small clearance, a separate bearing can often be dispensed with, at least at the end of the haptic control device with the disc contour. The disc contour, together with the shell part, then takes over the guidance or bearing of the shell part relative to the core. This enables an even simpler and more cost-effective design.

[0086] In all configurations, the inner contour or, preferably, the shell part can be non-circular (e.g., elliptical). The core can also be mounted eccentrically to the shell part. This results in a changing relative gap (section) during rotation.

[0087] In particularly preferred embodiments, the electrical coils are arranged axially between the first and second brake gap sections. Particularly preferably, at least one brake gap section axially adjoins one of the electrical coils, directly or indirectly.

[0088] In all embodiments, it is particularly preferred that the magnetic field of the magnetic circuits passes at least partly axially through the core and the casing part and to a considerable extent radially and particularly preferably essentially radially through the third brake gap section. Furthermore, the magnetic field of the first electrical coil passes to a considerable extent radially and particularly preferably essentially radially through the first brake gap section and that of the second electrical coil passes through the second brake gap section. In simple embodiments, the electrical coils are each wound around the core and each generate a magnetic field in the axial direction of the axis of rotation within the core, which magnetic field is directed radially outwards at the respective ends of the electrical coils and at one axial end through the disk contour and the first orsecond brake gap section and at the other axial end through the third brake gap section, respectively, from the core into the shell part and vice versa. Such a design allows for a particularly simple, cost-effective, yet effective construction.

[0089] Preferably, the rolling elements consist at least partially and in particular almost entirely or completely of a magnetically conductive material.

[0090] Magnetically non-conductive bodies or rolling elements can also be present. Non-conductive bodies can serve as spacers or guide elements and can have any shape. For example, magnetically non-conductive bodies can be arranged between the (magnetically conductive) rolling elements. Several non-conductive bodies (e.g., guide elements) can be interconnected, e.g., in the form of a cage. This facilitates assembly.

[0091] Particularly preferably, the disc contour guides the casing part in a rotatable manner and serves as a bearing point.

[0092] Preferably, a closed chamber is formed between the brake components. In particular, the closed chamber is at least substantially filled, and in particular substantially filled, with a magnetorheological medium such as a magnetorheological fluid and / or, for example, (dry or powdered) carbonyl iron powder. In particular, the second brake component is rotatably mounted on the first brake component.

[0093] The first brake component preferably comprises an axle, which is formed at least in part from a non-magnetically conductive material. The core, made of a magnetically conductive material, is attached to the axle or an inner part.

[0094] Preferably, the second brake component is mounted axially displaceably on the first brake component. This can, for example, also serve to enable volume compensation in the event of temperature changes and / or leakage. It is preferred that a radial and / or axial position of the two brake components relative to each other is detected by sensors.

[0095] In all embodiments, it is preferred that a click element is arranged at one end, in particular at the distal end, of the chamber. Such a click element enables, in particular, two states, wherein, after actuation of the click element, for example, a metal sheet switches audibly and / or tactilely and thereby undergoes a (slight) axial displacement. Such click elements, embodied, for example, as snap-action parts or snap-action disks, are known, for example, from keyboards or other devices and enable cost-effective and effective tactile feedback when a button or the like is actuated.

[0096] Preferably, the click element is arranged at one end of the chamber. Particularly preferably, an elastic membrane separates the chamber from the click element. The click element can be designed as a snap-in part or snap-in disk. This allows volume compensation to be provided in the chamber when the axle dips further into or out of the chamber.

[0097] In particularly preferred developments, the snap-action disc is designed such that a change in the spanned volume of the snap-action disc between the two states of the snap-action disc is adapted to a cross-sectional area of the axis multiplied by an axial offset of the snap-action disc upon actuation. In particular, the two volumes differ by less than 50% or 25%, and preferably by less than 10% or less than 5%. Such a design, in which the snap-action disc is adapted to the axis, ensures that only a small or possibly no volume needs to be provided for volume compensation upon actuation of the snap-action disc.

[0098] The use of a click element or snap part at the distal end of the chamber in conjunction with the formation of the first brake gap section with the disc contour also close to the distal end of the chamber enables particularly simple and effective guidance and mounting of the casing part, since there is only a small radial play and the disc contour can therefore provide (in many cases) sufficient guidance in the radial direction of the casing part.

[0099] In preferred developments, a sensor device or at least one sensor device for detecting a relative angle of rotation between the core and the shell part is included.

[0100] Preferably, a sensor device or at least one sensor device for detecting a relative axial position of the casing part to the core is included. Particularly preferably, the sensor device or at least one sensor device comprises at least one magnetic field sensor designed to detect a rotation angle and an axial position. In particularly advantageous embodiments, the sensor device comprises at least one Hall sensor.

[0101] In simple, preferred embodiments, the magnetic field sensor is mounted on the stationary brake component and exposed to a magnetic field acting in a radial direction. Furthermore, a rotation angle can be determined by the orientation of the magnetic field sensor relative to the magnetic field. An axial displacement of the sensor device relative to the casing part can be derived from the intensity of the magnetic field strength.

[0102] A torque sensor can measure the torque.

[0103] The data captured by the sensor device can be further processed by the electronics and also passed on to external devices. For example, if a haptic control device is installed in a vehicle as a rotary knob / rotary push-button (in the steering wheel, center console, on-board computer, etc.) to control the radio and / or navigation system, to change the chassis settings, etc., data about the angle change in a vehicle can be transferred to the on-board computer / vehicle electronics / external electronics. This can be used to determine information about the road surface and / or to record, evaluate, and optimize user behavior. Artificial intelligence can then derive the user's wishes and optimize / facilitate device control.

[0104] Particularly preferably, at least one shielding device for at least partially shielding the sensor device from a magnetic field of the electrical coil is included. The shielding device preferably comprises at least one shielding body. The shielding body is designed in particular to shield a magnetic ring unit for applying a defined (e.g., radial) magnetic field to the magnetic field sensor from disruptive magnetic influences of the electrical coil. For this purpose, the shielding body preferably surrounds the magnetic ring unit at least in sections. The shielding device preferably surrounds the magnetic ring unit on three sides, namely from both axial sides and radially outwards. The shielding device preferably comprises at least one separating unit arranged between the shielding body and the magnetic ring unit. This decouples the magnetic field of the magnetic ring unit from the shielding body.Furthermore, at least one magnetic decoupling device is preferably arranged between the shielding body and the casing part. Preferably, the separating unit and / or the decoupling device have a magnetic conductivity that is several times lower than that of the shielding body. Preferably, the shielding device and the magnetic ring unit are arranged at a distance from one another.

[0105] A shielding device enables a significant improvement in measurement quality. In particular, it allows for fine angular resolutions and small axial distances.

[0106] In all embodiments, it is preferred that a rotary knob or a rotary wheel be formed on the casing part. The rotary knob can be formed by a type of covering.

[0107] Preferably, at least one illuminant is included for illuminating a rotary knob which is at least partially transparent.

[0108] Preferably, a magnetic field strength of greater than 300 kA / m can be achieved between the individual magnetically polarizable particles, especially when the electric coil generates a maximum magnetic field or a magnetic field within the intended nominal range. Preferably, the (generable) magnetic field strength in the braking gap is greater than 500 kA / m.

[0109] The haptic operating device or a haptic operating or actuating device can also be designed as a joystick device or joystick. A joystick device or other haptic operating device can also be mounted via a gear, a belt (timing belt / flat belt), a linkage, or other geared-down mechanism, so that the actuation angle and the rotation angle of the associated braking device are different.

[0110] In all embodiments, it is preferred that at least one drive device for actively rotating one of the brake components is included. This not only allows a braking torque to be generated, but also allows for active rotation, thus providing enhanced haptic feedback. In all further developments and configurations of the haptic operating device or an operating or actuating device, or a device equipped therewith, at least one drive device for actively rotating one of the brake components can be included. Preferably, the operating knob, the operating roller, or the rotating unit is actively rotatable. This allows more haptic information to be provided to the user.

[0111] In particular, the drive device comprises at least one electric motor. The electric motor is arranged at least predominantly radially (and preferably also axially) within an outer circumference defined by the gap (in particular by the brake gap sections of the braking device). In particular, at least one rotor and / or stator of the one electric motor is arranged within such an outer circumference. The gap surrounds the electric motor, in particular radially and preferably also axially, with respect to its outer circumference.

[0112] A device according to the invention comprises a haptic operating device, as described above, and can in particular be designed as a device component or operating button or can comprise at least one such device component or one such operating button.

[0113] It is also possible to include two or more haptic operating devices. Such a device or device component can include a user interface, a control panel, a display, a touch-sensitive display with or without haptic feedback, and / or at least one sensor or other input and output options.

[0114] The user interface can be charged (also) through inductive coupling. Since the outer brake component, to which the rotary knob and thus also the user interface are attached, is rotatable, cables for the electrical connection cannot easily be routed up to the outer distal end. Contacting via coil springs or sliding contacts is possible, but increases the base torque and is therefore not particularly preferred.

[0115] An electrical coil for inductive coupling can be installed near the LEDs or light sources, which can be used for both power and data transmission. This allows the required electrical power and the data for the display to be transmitted inductively to the user interface. Data coupling is also possible using other wireless methods.

[0116] The solenoid coil is preferably controlled mostly or predominantly during operation with a voltage of 12V in particular. It is (often) a considerable advantage if the braking torque of the magnetorheological braking device reaches the maximum or set value as quickly as possible. This is sometimes only possible with a higher voltage. Maximum braking torque is generally achieved by a maximum magnetic field in the brake gap. Since the magnetic field is generated by the current in the electrical coil (solenoid coil), the current must also be set to the maximum value as quickly as possible. In principle, the voltage can always be set to a high value; in this specific case, for example, 24V instead of 12V. However, this would require all components (electrical coil or solenoid coil, coil wire, etc.) to be designed accordingly (and, for example, a wire with a larger diameter used).

[0117] Preferably, in preferred embodiments and further developments, a higher voltage is set only at the beginning of haptic feedback (than would be necessary in continuous operation). In particular, at the beginning of or almost immediately after haptic feedback, a higher voltage is set (e.g., by a factor of 1.1 or 1.2 or 1.5 or 2 or 3 higher than would be necessary in continuous operation), preferably for a period of between 0.5 ms and 50 ms, preferably in a period of between 1 ms and 20 ms, and particularly preferably between 5 ms and 15 ms. The higher voltage is maintained until the current (or the magnetic field) reaches the desired follow-up value or maximum value (almost, e.g., 90% or 95%) and / or the period for which the higher voltage can be effective is reached or exceeded. After that, the voltage is regulated back to the lower voltage, e.g., 12 V. The system reacts more quickly, and the desired braking torque is set more quickly.This achieves a closer approximation to a rectangle. A (roughly) stepped gradient can be set.

[0118] Especially in modern electric cars, multiple voltages are available within the vehicle and high currents are possible, so these do not need to be separately generated or transformed. These electric vehicles also have much higher voltages (e.g., up to 800 volts) and such currents are possible that the properties described above can be used to advantage.

[0119] A disclosed method serves for the control or haptic control of a device with a magnetorheological braking device having two braking components, wherein the two braking components are continuously rotatable relative to one another about a rotational axis, wherein a first braking component extends along the rotational axis and comprises a core made of a magnetically conductive material, and wherein the second braking component comprises a hollow casing part extending around the first braking component, wherein at least three axially spaced-apart and circumferential braking gap sections are formed between the first and the second braking component and are at least partially filled with a magnetorheological medium. A first electrical coil generates a (first) controlled magnetic field in a first braking gap section.Independently of this, a second electrical coil generates a (second) controlled magnetic field in a second brake gap section to generate braking effects of varying strengths, particularly depending on the speed. In this case, the magnetic fields of the first and second electrical coils are both closed, in particular, across the third brake gap.

[0120] Another disclosed method serves for the haptic control of a device with at least one magnetorheological braking device. The magnetorheological braking device comprises two (or more) braking components. The two braking components are movable relative to one another. A first braking component comprises a core made of a magnetically conductive material. Between the first and second braking components, at least one braking gap is formed, which is at least partially filled with a magnetorheological medium. At least one electrical coil applies a controlled magnetic field to the braking gap. To achieve a faster and, in particular, stepwise change in braking intensity, at least one performance parameter of at least one electrical coil is changed more significantly in a first period at the beginning of the change than would be necessary to achieve the desired braking intensity over the long term.

[0121] This further disclosed method is also very advantageous. It allows for better control of the braking effect. In particular, an improved step response can be achieved. More stepped progressions of the braking effect are possible. This allows the braking intensity to be more "rectangular" than with conventional control. Preferably, at least one performance parameter of the electrical coil is changed at least 10%, 20%, 30%, 50%, or 100% more in the first period than in the second period.

[0122] In particular, the second period is more than three or five times as long as the first period. The first period preferably has a length between 3 ms and 30 ms, and in particular between 5 ms and 20 ms. In a specific embodiment, the first period can be approximately 10 ms + / - 5 ms.

[0123] In preferred embodiments, the current and / or voltage of the electrical coil are varied to change the braking intensity. Particularly preferably, the voltage is varied as a power parameter.

[0124] Preferably, the power (the power parameter) of at least two electrical coils is changed.

[0125] The brake gap can comprise at least two or three brake gap sections. More than two brake gaps can also be provided. In particular, at least two brake gap sections can be exposed to magnetic fields from different electrical coils.

[0126] It is possible and preferred that, in order to form a haptic stop or a tactile grid, the performance parameter (at least one performance parameter, in particular the voltage) of at least one electrical coil is set higher (compared to a previous time point) for the first time period than for the second time period, which follows the first time period and is longer than the first time period.

[0127] In preferred embodiments, the method is carried out using a device according to the application, as disclosed within the scope of this application. Therefore, such a device can have the features described in all claims, in part or in full. The method can be carried out using the features disclosed within the scope of this application. A corresponding use is also possible.

[0128] A disclosed use claims the use of a haptic operating device with a braking device to generate a targeted and preferably high braking torque, particularly over a wider speed range. The braking device comprises a first braking component and a second braking component. The two braking components are continuously rotatable relative to one another about a rotational axis. A first braking component extends along the rotational axis and comprises a core made of a magnetically conductive material. The second braking component comprises a hollow casing part extending around the first braking component.Between the first and second brake components, axially spaced and circumferential brake gap sections are formed, which are at least partially filled with a magnetorheological medium. At least one third brake gap section is arranged axially between a first brake gap section and a second brake gap section. A first electrical coil is assigned to the first brake gap section, and a separately controllable second electrical coil is assigned to the second brake gap section in order to selectively generate different braking torques.

[0129] At a first brake gap section, for example, a disc contour is formed between the casing part and the core in order to generate a high braking torque at higher speeds. In a second brake gap section, for example, a plurality of rolling elements is arranged on the circumference of the core in order to generate a high braking torque at lower speeds. A first electrical coil is assigned to the first brake gap section, and a second electrical coil is assigned to the second brake gap section in order to adjust a braking torque in the respective brake gap sections separately and (largely) independently of one another. Both magnetic fields are closed in particular via the third brake gap section.

[0130] For use, in particular, an embodiment or further development of a haptic operating device or a device component is used, as previously described or disclosed in the context of the following exemplary embodiments.

[0131] In all designs, the operating or actuating device can also be mounted via a gear, belt (timing belt / flat belt), rods or otherwise geared up or down, so that the actuating angle and the angle of rotation of the associated braking device are different.

[0132] The haptic operating device or a haptic operating or actuating device can also be designed as a joystick device or joystick. A joystick device can also be mounted via a gear, a belt (timing belt / flat belt), a linkage, or other geared-up or geared-down mechanism, so that the actuation angle and the rotation angle of the associated braking device are different.

[0133] In all further developments and configurations of the haptic operating device or an operating or actuating device, or a device equipped therewith, at least one drive device for actively rotating one of the brake components can be included. Preferably, the operating knob, the operating roller, or the rotating unit is actively rotatable. This allows more haptic information to be provided to the user.

[0134] The invention makes it possible, for example, to use an electrical coil or a (specially designed) magnetic circuit for braking when stationary (blocking), which can generate a particularly high braking torque. In this case (when stationary at high torques), the reproducibility often does not have to be particularly precise, which reduces design effort and costs. A stationary braking component does not rotate as long as the braking torque is high enough and not exceeded. The other electrical coil or the other magnetic circuit can then be designed, for example, to specifically brake the corresponding braking component when it rotates during operation. This generally requires a higher level of reproducibility so that no difference, or only a slight difference, is noticeable to the touch. This usually places greater demands on the design conditions and can require greater technical effort and higher costs.The invention enables both properties in a simple manner and overall a cost-effective design.

[0135] In all embodiments, the device or haptic operating device can comprise at least two magnetorheological braking devices. In particular, all further developments can include at least one drive device for actively rotating one of the braking components.

[0136] Further advantages and features of the present invention will become apparent from the embodiments which are explained below with reference to the accompanying figures.

[0137] Showing: Figures 1a-1b show schematic three-dimensional views of haptic operating devices with a magnetorheological braking device; Figure 2 shows a side view of a haptic operating device with a magnetorheological braking device; Figures 3a-3c show various sections of haptic operating devices; Figures 4a-4b show a highly schematic view of a sensor device and measurement results; Figure 5 shows a highly schematic view of a haptic operating device with a snap-action disk in different positions; Figure 6 shows two differently designed electrical coils; Figures 7a+b show another haptic operating device in section and in perspective; Figure 8 shows another haptic operating device in section; Figure 9 shows a highly schematic circuit for controlling the electrical coil; Figure 10 shows torque curves of an electric motor and a magnetorheological braking device versus the electrically applied power;Figure 11 shows the resulting braking torque curves of a magnetorheological braking device for two different current intensity curves over time; and Figure 12 shows a schematic view of a haptic operating or actuating device according to the invention with a drive device.

[0138] Figures 1a and 1b show two different haptic operating devices 100 according to the invention, each comprising a magnetorheological braking device 1 and which can be used on different device components 200.

[0139] Figure 1ashows a haptic control button 101 as a haptic control device 100. The control button 101 is attached via a console 50 designed as a holder 4 and can be installed, for example, in a motor vehicle. The control button 101 is operated via the casing part 13 or a rotating part attached thereto. A user interface 43 can also be used to transmit information.

[0140] In Figure 1b The device component 200 is depicted as a thumb roller 102 with a haptic operating device 100. The thumb roller 102 is preferably usable, for example, in steering wheels of motor vehicles or the like. However, the thumb roller is not limited to this application. Depending on the installation situation, the thumb roller 102 can generally also be used with any other finger or with multiple fingers simultaneously.

[0141] A haptic operating device 100 can be used, for example, to operate machines, medical devices, computer games, music terminals, input devices, or for use in and for a motor vehicle. In a motor vehicle, the haptic operating device 100 can be used, for example, to operate air conditioning systems, radios, entertainment systems, navigation, distance control, driver assistance, recuperation settings, seat adjustment, and infotainment. It can also be used on other devices or other devices.

[0142] Figure 2shows a side view of a haptic operating device 100, which can be used as an operating button 101. The haptic operating device 100 comprises a holder 4, which can be fastened via a nut 51, for example, to a console 50. The haptic operating device 100 comprises a magnetorheological braking device 1 with two braking components 2, 3, of which the inner braking component 2 in Figure 2 is not visible. The inner brake component 2 is connected to the holder 4. The holder 4 and the inner brake component 2 are stationary here. The other brake component 3 comprises the casing part 13 and is rotatably mounted on the first brake component 2.

[0143] The haptic operating device 100 has a compact design and has, inside the shielding device 75, which has a two-part shielding body 76 as a shielding housing, a sensor device 70 (not visible here) for detecting the rotational position and the axial position of the casing part 13. The casing part 13 is connected to a left cover 14 and a right cover 15 via pins 16 in order to seal an inner closed chamber 110.

[0144] In the Figures 3a to 3c are possible cross sections of a haptic operating device 100 according to the invention, e.g. Figure 2 The haptic operating device 100 has a magnetorheological braking device 1. The brake component 2, which extends in the axial direction and to which the core 21 is attached, is mounted on the holder 4. The core 21 is radially surrounded by the (magnetically conductive) casing part 13 as the outer or second brake component 3.

[0145] The magnetically conductive core 21 is surrounded by two electrical coils 26 wound around the core 21. The first electrical coil 261 extends over an axial width 26e. At the end of the core 21 facing the holder 4, a disk contour 41 is formed, which is applied to the core here and, for example, pressed on. The disk contour 41 has a hollow-cylindrical disk body 42 for this purpose. The receptacle on the core can also be non-circular.

[0146] The core 21 can be made, in particular, of sintered material (metal). This makes it easier to manufacture the core in the desired shape.

[0147] The disc body 42 here consists of a disc stack 44 formed by a plurality of thin disc sheets 46. Here, the disc sheets 46 are each designed as a stamped part and can be punched, for example, from a magnetically conductive sheet with a thickness of 1 mm, 2 mm, or even 3 mm. This allows the required number of disc sheets to be punched out easily and cost-effectively to produce the desired thickness of the disc body 42.

[0148] The individual disc plates 46 are pressed together and applied to the core 21, for example, by screwing or pressing. A brake gap section 5a remains in the area of the disc body 42 with a small gap height 41b between the outer diameter of the disc contour 41 and the inner circumference of the casing part 13. The axial width 41e of the disc contour 41 or its brake gap section 5a is determined here by the number of disc plates 46 and can be selected to be larger or smaller than shown.

[0149] The disk contour 41 here directly adjoins the first electrical coil 261 axially, which is accommodated in a coil holder 26b and is completely sealed radially on the outside by a potting compound 28.

[0150] The disc body 42 is connected to the core 21 and to the stationary brake component 2 and does not rotate during operation. This allows for the formation of a hole or recess for the passage of the cables 45 for electrically connecting the first and second electric coils 261, 262. The electric coils 261, 262 can thus be connected easily, cost-effectively, and quickly.

[0151] The disc contour 41 is formed here at the proximal end, i.e., at the end of the core 21 facing the holder 4. At the distal end, i.e., at the other end of the core 21, a second braking gap section 5b is formed. The second braking gap section 5b extends over an axial width 11e. There, the disc contour 41 is formed integrally with the core 21. The disc contour 41 protrudes radially outward in the manner of a circumferential flange. The disc contour can have a cylindrical outer contour or a non-circular outer contour. Radial constrictions can form a type of magnetic field concentrator 80 for locally amplifying the magnetic field as it passes through the second braking gap section 5b.

[0152] Through the second brake gap section 5b, a very high braking torque can be achieved with the second electrical coil 262, particularly with a non-circular outer cross-section, especially at low speeds of the casing part 13. Through the first brake gap section 5a in the area of the disk contour 41, a still strong magnetic field can be transmitted from the core 21 to the casing part 13 with the first electrical coil 261 at high speeds, since the gap height 41b can be considerably smaller than the radial free space 11c in the area of the brake gap section 5b. This makes it possible to generate a high torque, which is particularly possible even at higher speeds. As a result, a high and finely adjustable torque can be provided across the entire speed range through targeted and separate control of the two electrical coils 261, 262.Even with identical outer contours and brake gap contours, a very high braking torque can be generated by combining both braking torques.

[0153] The axial width 11e of the second brake gap section 5b and the width 41e of the first brake gap section 5a are approximately equal (+ / -25%) and each shorter than the axial width of the third brake gap section 5c. Overall, a very compact design is achieved.

[0154] The casing part 13 is in Figure 3a surrounded by a cover 49 as a rotary knob 23. The rotary knob 23 is at least partially transparent so that it can be illuminated by the lighting means 18, for example, LEDs. The lighting can be controlled depending on the situation or also independently of the situation.

[0155] At the front end, the closed chamber 110 inside the casing part 13 is closed by a front cover 14, through which the brake component 2 passes. A seal 38 serves for sealing. At the rear or distal end, the chamber 110 is initially delimited by an elastic membrane 31, to which a click element 29, here designed as a snap-action disc, is connected on the outside.

[0156] By axially actuating the rotary knob 23, the snap disc or click element is actuated, and the casing part 13 is moved slightly to the left. This axial movement can be detected by the sensor device 70 with the magnetic field sensor 72 inside the holder or the first brake component 2, which is radially surrounded by a magnetic ring unit 71. The magnetic field sensor 72 is designed in particular as a Hall sensor 72 and detects the orientation of the radial magnetic field relative to the magnetic field sensor 72. This can be used to detect an angular position of the casing part 13 relative to the core 21. An axial adjustment of the casing part 13 by actuating the click element 29 leads to a relative axial offset between the magnetic ring unit 71 and the magnetic field sensor 72, which causes a change in the intensity of the detected signal. This can be used to detect actuation of the click element.

[0157] Figure 3bshows a slightly different representation of a haptic operating device 100 with a magnetorheological braking device, whereby in contrast to Figure 3a the cover 49 or the rotary knob 23 was omitted.

[0158] A key difference between the Figures 3a and 3b is that in the upper part of Figure 3b the first brake gap section 5a and the second brake gap section 55 each have a separate disc contour 41 on the outside of the core. In Figure 3a a separate disc contour 41 is formed only at the proximal end.

[0159] In Figure 3b In the lower half, an embodiment is shown in which the disc contours projecting radially from the core 21 at the brake gap sections 5a, 5b and 5c are manufactured integrally (ie in one piece) with the core.

[0160] In this embodiment, for example, a bearing for supporting the casing part 13 relative to the brake component 2 can be provided outside the chamber 110 between the seal 38 and the sensor device 70. However, it is also possible here for the bearing to be provided at one end only via the seal 38 and at the other distal end only via the disc contour 41.

[0161] The disc contour 41 can be formed (circumferentially) in one piece with the core, as in the lower part of Fig. 3b is shown schematically. Or the disk contour 41 comprises a (circumferential) disk package with several disk sheets 46, as is shown for example in the upper part of Fig. 3b The disk contour can also be mounted on the core as a solid, separate part, thus consisting essentially of a single disk sheet of correspondingly greater thickness.

[0162] Examples are shown in Figure 3bsome magnetic field lines 8 of the first electrical coil 261 and the second electrical coil 262, which show the largely axial course of the magnetic field lines in the core 21 and in the casing part 13. Furthermore, it can also be seen that an (approximately) radial passage of the magnetic field lines 8 occurs in the braking gap sections 5a and 5b.

[0163] If a disk contour configured as a star contour is arranged in the brake gap section 5a, a higher torque can be generated in the brake gap section 5b at higher speeds, while a higher moment is generated in the brake gap section 5a at lower speeds. The respective magnetic field is closed in the central region by the (approximately) radial transition at the third brake gap section 5c. In practice, a thin gap exists at the brake gap section 5c, similar to the first brake gap section if a cylindrical disk contour 41 is used there.

[0164] The magnetic field sensor 72 is mounted on a sensor board 79 and can be contacted via the contact pins 79a. The electrical coil 26 is also supplied with power via this pin.

[0165] At least in the area of the sensor device 70 and the magnetic field sensor 72, the inner brake component 2 is preferably made of a material with little or no magnetic conductivity to ensure the most undisturbed detection possible of the orientation and intensity of the magnetic field of the magnetic ring unit 71 inside the axle 12 or the first brake component 2. There, the sensor device 70 is housed in a particularly protected manner (protection against water and dust).

[0166] In Figure 3b an O-ring 39 can be seen, which seals the cover 14 against the casing part 13.

[0167] The third brake gap section 5c is formed on the ring contour 61. The ring contour 61 can be pushed or applied as a separate ring onto the core 21 ( Fig. 3b above) or the ring contour 61 is formed integrally with the core 21 ( Fig. 3b (below). In any case, the ring contour 61 is magnetically coupled to the core 21.

[0168] Purely schematically shows Figure 3bIn the upper half, there is another alternative embodiment in which a fourth brake gap section 5d is integrated. The fourth brake gap section 5d can be created, for example, by the ring contour 61 providing two separate brake gap sections 5c and 5d. For example, two magnetically conductive ring parts can be included, which are separated from each other by a less magnetically conductive intermediate part or ring part 61a. Then, two axially separated brake gap sections 5c and 5d are formed. In other embodiments, the electrical coils 261, 262 and the brake gap sections 5c, 5d can also be arranged further apart from each other, so that two further separated magnetic circuits are created.

[0169] A structure with three brake gap sections, wherein the middle brake gap section 5c is provided for both electrical coils 261, 262, enables a particularly compact structure.

[0170] A structure like in Figures 3a or 3b shown, provides an advantageous embodiment. The second electrical coil 262 enables a particularly strong braking torque in the second brake gap section 5b, particularly at low speeds or when stationary. Depending on the design, the first electrical coil 261 enables a high braking torque at higher speeds over the very small gap height in the first brake gap section 5a.

[0171] If a rotary movement is to be braked and a stop is to be provided, the first electrical coil 261 on the first brake gap section 5a enables greater braking at higher speeds than the second electrical coil 262 on the second brake gap section 5b. At a relatively low transitional speed, the braking torque that can be generated with the second electrical coil 262 on the second brake gap section 5b is greater than the braking torque that can be generated at the first brake gap section 5a at this speed. This is because the braking torque that can be generated via a star contour depends more strongly on the speed and drops with higher speeds. By combining different brake gap sections 5a, 5b, optimal conditions can be set for different speeds. For identical brake gap sections 5a, 5b, the braking torque can be controlled by switching them on or off.

[0172] Figure 3cshows schematic cross-sections of the brake gap sections 5a, 5b, and 5c. The first or second brake gap section 5a, 5b is shown on the left, with the core 21 visible inside, on which a star contour is arranged. The casing part 13 is arranged on the outside.

[0173] A magnetorheological medium comprising magnetorheological particles 19 is accommodated in the chamber 110. A gap 5 is provided in the chamber between the brake components 2 and 3. The three brake gap sections 5a, 5b, and 5c are formed at the gap 5. The chamber 110 is at least partially filled with a magnetorheological medium 6. The medium is preferably a magnetorheological fluid, which, for example, comprises an oil as the carrier fluid in which ferromagnetic particles 19 are present. Glycol, grease, water, and viscous substances can also be used as the carrier medium, without being limited thereto. The carrier medium can also be gaseous, or the carrier medium can be omitted (vacuum). In this case, only particles 19 that can be influenced by the magnetic field are filled into the chamber 110.

[0174] The ferromagnetic particles 19 are preferably carbonyl iron powder, with the particle size distribution depending on the specific application. Specifically, a particle size distribution between one and ten micrometers is preferred, although larger particles of twenty, thirty, forty, and fifty micrometers are also possible. Depending on the application, the particle size can be significantly larger, even reaching into the millimeter range (particle spheres). The particles can also have a special coating / shell (titanium coating, ceramic, carbon shell, etc.) to better withstand the high compressive loads that may occur depending on the application. The magnetorheological particles for this application can be made not only from carbonyl iron powder (pure iron), but also, for example, from special iron (harder steel).

[0175] It is possible that only particles that can be influenced by the magnetic field are filled into the gap 5 or the chamber 110, with air or an inert gas being added if necessary. If, for example, only air or another gas is used, various solids can be mixed in to improve certain properties. For example, graphite powder can be added to reduce the friction between the carbonyl iron particles, since graphite has a lubricating effect. The particles can in particular be coated with PTFE. A coating with PTFE or a comparable coating prevents the particles from clumping and forming larger clusters. Such larger clusters do not disintegrate easily or, in some cases, may not disintegrate at all. Alternatively, the disk bodies or roller bodies can also be coated with PTFE to reduce friction.When using MRF without oil or other liquid as a carrier medium, it is important to ensure that no water condenses in the braking chamber (MR chamber or MRF chamber). For example, silica gel or another desiccant can be mixed in to absorb water, thus removing moisture from its surroundings.

[0176] In all configurations, further developments, and exemplary embodiments, powder without a carrier fluid can preferably be used. In this case, the use of up to approximately 80 volume percent carbonyl iron (iron powder) is possible, which greatly increases the braking torque if the remaining design parameters are adapted accordingly (e.g., the field strength per particle should remain approximately the same as for a magnetorheological fluid (MRF), i.e., the field strength in the braking gap section or braking gap or effective gap should be twice as high when changing from, for example, LORD MRF 140 (40 volume percent carbonyl iron with, for example, oil as a carrier fluid) to 80% carbonyl iron powder (without carrier fluid). We are talking here about magnetic field strengths in the gap of greater than 200 kA / m up to values of up to 1,000 kA / m (1,000,000 A / m) or more.A further advantage of using powder as a medium in the active gap is that it eliminates sedimentation and clumping in the sense that "the iron particles in MR fluids are drawn in the direction of the magnetic field gradient (the force on magnetizable particles always acts in the direction of the stronger magnetic field, displacing the carrier medium)" to achieve high particle concentrations. The maximum particle concentration is already present. This improves the reproducibility of the torques (a similar braking torque is always achieved at the same current).

[0177] In all embodiments, it is particularly preferred that the magnetically polarizable particles (especially when used as "dry" powder) comprise (to a significant extent) non-round particles (non-spherical particles) in which the ratio of the largest diameter to the largest transverse extent perpendicular thereto is greater than 1.25 or 1.5. This ratio can also be formed as a ratio of the largest longitudinal extent to the largest transverse extent, with the longitudinal and transverse extents, in particular, being measured perpendicular to each other.

[0178] The use of non-circular particles is particularly advantageous because they enable an effective canting structure, as different non-circular sections of the particles clamp or wedge together.

[0179] Also possible and preferred are ratios of the largest diameter to the largest transverse extent perpendicular thereto of 1.75 or 2.0 or more.

[0180] Preferably, at least some of the magnetically polarizable particles are designed to clamp or wedge together under the influence of the magnetic field. This is possible, for example, with particles that are partially angular or, for example, entirely triangular or polygonal, or the like. Two (or more) correspondingly designed particles then clamp together and can cause a very effective clumping of the particles and the clamping and deceleration of the two brake or clutch components together.

[0181] Preferably, at least some of the magnetically polarizable particles are designed to clamp or wedge together at two or more spaced-apart locations under the influence of the magnetic field. Such non-circular particles allow for a very effective increase in the braking force or braking torque, since, unlike spherical particles, they do not only touch at one point or within a small angular range, but at several points or even across a large area.

[0182] Preferably, at least some of the magnetically polarizable particles have at least one trough section. Such an inwardly curved trough section allows for particularly effective wedging with parts of other particles.

[0183] Preferably, at least one surface of at least one clutch or brake component adjacent to the brake gap is at least partially unsmooth or (locally) uneven. It is also possible for the particles or a significant portion of the magnetically polarizable particles to have regular or irregular elevations or ridges and / or depressions on the outer surface. This can increase the likelihood of jamming with the particles. For example, at least one surface can have elevations and / or depressions similar to pointed or rounded dimples on golf balls. A surface with a pointed or rounded sawtooth profile is also possible. A relative height (of at least some of) the elevations or depressions is preferably at least 5% or 10% of the minimum diameter of a magnetically polarizable particle.

[0184] It has been found that particularly effective jamming and clamping of individual particles can be achieved using high magnetic field strengths. For this purpose, a magnetic field strength of greater than 150 kiloamperes / meter (kA / m), 250 kiloamperes / meter, or 500 kA / m or more is preferably generated in the brake gap. In particular, a magnetic field strength of greater than 500 kiloamperes / meter (kA / m), 750 kiloamperes / meter, or 1000 kA / m or more can be generated in the brake gap or is generated there.

[0185] If only powder is used without a liquid carrier medium, a different type of seal can be selected, thereby reducing the basic friction. The seal does not have to be pressed as tightly against the surfaces, since it is not the liquids that need to be sealed, but only the particles. A non-contact shaft seal, such as a labyrinth seal, can also be used. This type of seal only rests on one of the two parts rotating relative to each other. In addition, the temperature dependence is reduced or almost eliminated. Liquid carrier media change their viscosity with changing temperatures, whereas carbonyl iron powder hardly changes its properties over very wide temperature ranges (until the Curie temperature is reached). The temperature-induced volume change is also negligible with powder, since the particles can redistribute themselves among themselves when the volume of the individual particles changes.

[0186] The maximum volume fraction of carbonyl iron particles is also higher in powder form (approx. 74%) than in MRF with, for example, oil as carrier medium.

[0187] The magnetorheological particles 19 interlink when a magnetic field is applied, as in Figure 3c The diagram on the left is very schematic. This creates a wedge effect, which leads to a significant increase in braking torque at low and medium speeds.

[0188] For a more detailed explanation of this effect, please refer to the Figure 4 Reference is made to the applicant's international application WO 2018 / 215350 A1, which is fully incorporated into the scope of disclosure of this application in an adapted manner with regard to the explanation of the effect.

[0189] In Figure 3cShown on the right is a cross-section through the first or third brake gap section 5a, 5c in the region of the disc contour 41. The disc contour 41 provides a disc body 42, which here is applied to the core 21 or is formed integrally thereon as an annular flange. Radially outward between the outer contour of the disc contour 41 and the inner circumference of the casing part 13, a gap height 41b results, which is considerably smaller and can be selected to be considerably smaller than the radial clearance 11c in the second brake gap section 5b. The disc body 42 can be solid or can be formed as a disc pack 44 and comprise a plurality of disc sheets 46. The first and third brake gap sections 5a, 5c can fundamentally have identical or similar cross-sections.

[0190] Only as an example, in the right part of Figure 3cA rolling element 11 is shown in dashed lines to illustrate the differences. It is clearly visible that the disc body 42 allows for a smaller gap height 41b. This allows for a strong braking torque and a high magnetic field strength to be achieved and transmitted there. The desired magnetic field strength and braking effect can be independently adjusted via the other electrical coil in the second braking gap section 5b. Both magnetic fields are closed via the third braking gap section 5c.

[0191] In Fig. 3cOn the left, a cross-section of another embodiment of a brake gap section is shown. This brake gap section has a disk contour 41 designed as a star contour 40. The star contour 40 has a non-circular circumferential surface. This creates a brake gap section with a gap height 40c that varies over the circumference. This can also create a type of wedge effect and, particularly at low speeds, enable a high torque to be set. The elements projecting radially outward (or inward) can be referred to as magnetic field concentrators 80, which concentrate the magnetic field locally. A star contour 40 can also be designed as a disk pack 44 and comprise a plurality of (e.g., star-shaped) disk plates 46.

[0192] A star contour can also be formed in the axial direction. This means that variable gap heights occur in the axial direction. This allows the magnetic field to be concentrated in the axial direction at locations with smaller gap heights and reduced in the higher gaps. A mixture of "radial" and "axial" and / or oblique star contours is also conceivable.

[0193] In particular, this design is suitable for the second brake gap section 5b as a replacement for a (second) brake gap section (5b) with rolling elements.

[0194] In Figure 4aThe sensor device 70 is shown in detail. The first brake component 2 and the second brake component 3, embodied here as a casing part 13, are only indicated (dashed lines). The sensor device 70 is supported, magnetically decoupled, on the rotatable second brake component via the decoupling device 78. The shielding device 75 here consists of three shielding bodies 76, which reduce the scattering of the magnetic field 8 of the electrical coil 26. The shielding device 75 can also consist only of pot-shaped bodies or of a pot-shaped body and a disk-shaped body that are connected to one another.

[0195] In addition, a separating unit 77 for magnetic separation is also provided. The magnetic ring unit 71 is used to measure the orientation or the angle of rotation of the magnetorheological braking device 1. The magnetic field sensor 72 is arranged within the first braking component 2, which is not magnetic in this area. Small relative axial displacements, such as those caused by actuating a snap disk, can be used to detect the actuation of the operating button 101, as Figure 4b The angle of rotation and the orientation of the magnetic field lines indicated by arrows can be detected by the magnetic field sensor 72.

[0196] By an axial displacement, the received signal 68 of the sensor device 70 changes as shown in Figure 4b. Figure 4bshows the curve of the amplitude 69 of the signal 68 detected by the magnetic field sensor 72 as a function of the axial displacement of the brake components 2, 3 relative to one another (push). An axial displacement of the magnetic field sensor 72 relative to the magnetic ring unit 71 changes the amplitude 69 of the detected signal 68. An axial displacement or pressing down (push) of an operating button 101 can thus be detected. This preferably confirms a selection or position.

[0197] The same sensor 72 can also be used to detect the angle of rotation, whereby the direction of the magnetic field 8 (arrows shown) is determined to detect the angle of rotation. The intensity determines the axial position. A change in signal 68 can therefore be used to infer that a button or snap-action disc 29 has been actuated. This is advantageous because a single (multidimensional) Hall sensor can be used to determine the angular position and the axial position.

[0198] Figure 5 This diagram shows a highly schematic representation of the haptic operating device with a snap-action disc 29 in two different positions, with the unactuated position shown on the left and the actuated position shown on the right. In the left illustration, the snap-action disc is curved outward and downward, and is guided by the guide 29a in the core (but not supported, thus creating virtually no friction).

[0199] The volume of the spanned triangle 29b is in the right half of the Figure 5can be seen. The volume 29b is approximately determined by the three-dimensional cone. If the haptic control button 100 is actuated and the snap disk 29 is moved from the rest position (deflected) into a linear position within a plane, the casing part 13 is displaced axially downward relative to the first brake component 2. As a result, an axial section 22 of the axle or of the first brake component 2 is immersed in the interior of the casing part 13. The volume change 29b of the snap disk 29 is preferably dimensioned such that it essentially corresponds to the immersed volume of the first brake component 2. The immersed volume is calculated from the axial path 22 multiplied by the cross-sectional area of the first brake component 2 on the axle 12. By bringing the area 29b as close to this as possible, a pressure build-up inside the chamber 110 can be minimized or prevented.Volume compensation may also be provided by a membrane 31 as previously discussed.

[0200] Figure 6shows purely schematically two differently designed electrical coils 261, 262, whereby the number of windings can differ. The size / type of diameter and the shape and material of the wires 263, 264 can also be different. The size and external shape of the electrical coils 261, 262 can be the same (shown with a solid line) or different; for example, the second electrical coil 262 can have a smaller cross-section, as shown with a dashed line. This allows different properties to be set on the magnetic circuits. One magnetic circuit can be designed for a faster reaction speed and / or a higher braking torque, while the other can be better and / or more energy-efficient in terms of braking properties. A wide variety of property combinations can be achieved.The material at the brake gap sections can also vary.

[0201] Figures 7a and 7b is another haptic control device in the cut ( Figure 7a ) and in a perspective ( Figure 7b ). The Figure 7a shows a schematic cross-section of another haptic operating device, wherein the first brake component 2 is received on a holder 4 designed as an axis 12. In this embodiment, three brake gap sections 5a, 5b, 5c are also provided, wherein a disc contour 41 is formed on the first brake gap section 5a and an identical or different disc contour 41 is formed on the second brake gap section 5b.

[0202] A reservoir 32 for magnetorheological particles may be provided inside to ensure a sufficient supply of magnetorheological particles to the brake gap sections. In particular, carbonyl iron particles are attracted from the environment and concentrated in the magnetic field transition region.

[0203] In Figure 7a A cover 14 is attached to the front (left) end and a cover 15 is attached to the rear end.

[0204] The disk body 41 is formed in one piece with the core 21, but can also be formed as a disk package 44 with several disk sheets 46.

[0205] A cable duct 12a is formed on the hollow shaft 12, through which the cables for supplying the two electrical coils 261 and 261 are passed. The (separate) core 21 is accommodated on the inner part. The two electrical coils 261 and 262 are wound on the core 21 on coil holders 26b. The annular contour 61 for the third brake gap section 5c is accommodated or formed between the two electrical coils 261 and 262. In simple embodiments, the annular contour 61 is applied as a separate part to the core 21 and provides a thin gap between the outer side of the annular contour 61 and the inner circumference of the casing part 13, as described above in Fig. 7a The ring contour 61 can also be formed integrally with the core, cf. Fig. 7a below. The third brake gap section 5c serves to close the two magnetic fields of the two electric coils 261 and 262.

[0206] The magnetic field of the first electrical coil 261 extends substantially radially through the first brake gap section 5a and the third brake gap section 5c and axially through the core 21 and the casing part 13. The magnetic field of the second electrical coil 262 extends substantially radially through the second brake gap section 5b and the third brake gap section 5c and axially through the core 21 and the casing part 13. The two electrical coils 261, 262 are wound and energized in such a way that the magnetic fields of the two electrical coils 261, 262 extend in the same direction in the region of the third brake gap section 5c, as also schematically shown in Fig. 3b shown.

[0207] Figure 8shows a schematic cross section of a further embodiment, wherein a drive motor 90 is accommodated inside, which is arranged and received radially inside the electrical coils 261 and 262 and radially inside the brake gap sections 5a, 5b and 5c. The drive motor 90 does not protrude beyond the braking device 1 in the axial direction. The drive motor 90 is fastened to the holder 4 or the stationary support element 94. The drive motor 90 can be used for large diameters (e.g. Figures 7a and 7b ) and the resulting space in the center (not required for generating the braking torque) can be used for a drive motor such as an electric motor. A (and in particular a brushless DC motor (BLDC) is preferably used here. The permanent magnets 93 are used here on the electric motor. However, there are also versions without permanent magnets, e.g., in an electrically excited electric motor.

[0208] The magnetorheological braking device 1 (brake) is built virtually radially around the drive motor 90. This saves installation space and, in particular, length.

[0209] The support element 94 is stationary here and firmly connected to the holder 4, so that a torque can be generated both during braking and during active driving (action = reaction). The aforementioned components of the drive motor 90 are arranged radially and axially within the outer circumference defined by the brake gap sections 5a, 5b, 5c. The MRF brake is built radially around the drive motor 90, so to speak, which allows for considerable space savings. This is particularly advantageous for haptic control devices and also for steering devices for autonomously driving vehicles. In these cases, it is often desired that the steering wheel can be moved forward by 300 mm by a person in the driver's seat, so that the person can work with a notebook, for example, while the vehicle is driving autonomously. For such a large travel range, there is often insufficient space available in a cockpit.The invention shown here creates this installation space.

[0210] Overall, a very cost-effective haptic control device is provided. At least one bearing can be eliminated by "bearing" the disk contour 41, which also reduces the overall height. A significantly lower base friction is achieved. The use of fewer parts makes production simpler and more cost-effective. A smaller number of parts also improves tolerance requirements, as tolerance chains are avoided. A haptic control knob, e.g., as a rotary knob or rotary element with a haptic control device, can be used in a wide variety of applications. A braking torque can be set separately using the two electrical coils 261, 262.

[0211] If necessary, actuation can be detected via a snap-action part, a snap-action disc, a button, or the like. The rotary knob can be illuminated, for example, using LEDs or the like. The body of the rotary knob can then be partially or completely opaque to achieve the appropriate scattering effect.

[0212] Figure 6 shows a schematic diagram of a circuit for quickly controlling the electric coil 26. The electric coil 26 (magnetic coil) is controlled by an H-circuit. This is shown in the Figure 9only indicated by switches. A voltage source 35a with a lower voltage of, for example, 12V, used during normal operation or continuous operation, supplies the voltage for normal operation. For voltage peaks, a voltage source 35b with a higher voltage of, for example, 18V or 24V is connected in via a switch. The voltage source 35a with the lower voltage is then temporarily disconnected. After the maximum current is reached, the voltage source 35b with the higher voltage is disconnected from the circuit and the electrical coil 26 again, and the voltage source 35a with the lower voltage is reconnected. The switches can be any electrical components that are particularly capable of coupling and decoupling in the millisecond range.

[0213] This allows the current in the electrical coil 26 to reach the desired value more quickly. In one specific case, the desired current is reached within 10 ms instead of 40 ms. The switching between the voltages can be accomplished via an electrical circuit.

[0214] Figure 10shows a schematic representation of two generated braking torque curves, with the generated braking torque (standardized and therefore dimensionless here - Y-axis) plotted against the electrically applied power (standardized and therefore dimensionless here - X-axis). The curve for a BLDC motor ("brushless direct current motor") is shown on the left, and the curve for a magnetorheological braking system is shown on the right. It can be seen that for the same braking torque, the electric motor requires considerably more power than the magnetorheological braking system. For a braking torque of "14", the electric motor requires more than "130" of standardized power, while the magnetorheological braking system requires a (significantly) lower power of less than "0.3". The power consumption ratio is greater than 100:1 and is approximately 500:1 here.

[0215] Magnetorheological clutches and brakes have the advantage, among other things, that they require very little power for clutch engagement or damping movements, are quiet, generate little heat, and respond very quickly (~ms), etc. This low power requirement is particularly advantageous for battery-powered components such as electric vehicles, where the power consumption of all components automatically has a significant impact on the vehicle's range. However, power consumption is also an issue for vehicles with combustion engines or electrical devices in general.

[0216] Figure 11shows the resulting braking torque curves of a magnetorheological braking device 1 for two different current intensity curves (Y-axis) over time (X-axis). The dashed curve in the upper half of the figure represents the conventional curve, in which the current intensity is increased directly to the desired current intensity. The voltage of the electrical coil 261 can also serve as a power parameter. Initially, the braking torque is to be increased abruptly at the pre-time 270. For this purpose, the power parameter 271 is increased considerably at the pre-time 270. In fact, it is increased more than is necessary to permanently achieve the braking torque to be set at that time. The power parameter 271 is at least 10% or 20% higher than the second power parameter 272. In this case, it is even much higher. It is clearly visible that the braking torque curve 265 reaches the desired value considerably more quickly due to the increase.This allows a better approximation to a box-shaped curve to be achieved.

[0217] Here, for example, at time 0.1 seconds, the current is increased from 0 amperes to 2 amperes. The resulting braking torque curve or coupling intensity is shown in the lower half of Figure 11 shown in dashed lines. The transferable braking torque increases in the dashed curve from the starting point at 0.1 seconds within approximately 25 milliseconds (time 0.125 seconds) to a read value of approximately 1.25 (normalized to, for example, an average value or a standard unit) and asymptotically (almost) reaches the set limit of approximately 1.5 after approximately 75 milliseconds (time 0.175 seconds).

[0218] If, however, the current is tripled at the beginning of the clutch engagement or the start of the braking or damping process, for example, to 6 amps, as shown by the solid lines, the braking torque increases significantly, reaching its final value of 1.5 amps after only about 10 milliseconds. The "current boost" with increased current is only activated for about 10 ms. After that, as the upper solid curve shows, the current is reduced to 2 amps. The brief increase in current ("current boost") allows for a significantly faster adjustment (provision) of the clutch, damping, or braking torque. This is very advantageous in several respects, as it allows for a quick stop and a more direct haptic feeling (feedback). In reality, the difference between the two curves is very noticeable.

[0219] Figure 9shows a schematic of a circuit for quickly controlling the electrical coil 26. The electrical coil 26 (magnetic coil) can be controlled here, for example, by an H-circuit. This is only indicated here by switches. A voltage source 35a with a lower voltage of, for example, 12V (or 3V or 6V; a suitable voltage depending on the application), used in normal operation or continuous operation, supplies the voltage for normal operation. For voltage peaks, a voltage source 35b with a higher voltage of, for example, 18V or 24V (or, for example, 6V or 12V) is connected in via a switch. The voltage source 35a with the lower voltage is then temporarily disconnected. After the maximum current is reached, the voltage source 35b with the higher voltage is disconnected from the circuit and the electrical coil 26 and the voltage source 35a with the lower voltage is reconnected.The switches can be any electrical components that are particularly capable of coupling and decoupling in the millisecond range.

[0220] This allows the current in the electrical coil 26 to reach the desired value more quickly. In one specific case, the desired current is reached within 10 ms instead of 40 ms. The switching between the voltages can be accomplished via an electrical circuit.

[0221] A combination of voltage and current is also possible. Voltages of over 24 volts and much higher (e.g., > 100 volts) are also possible.

[0222] Instead of one electric coil, two or more electric coils can be used, which are designed differently (wire thickness, number of turns, material...) and supplied with different currents to achieve the boost effect.

[0223] Figure 12shows a haptic operating device 100 according to the application for operating a wide variety of devices, equipment, and devices, as mentioned in this application and description (introduction, general description, description of the exemplary embodiments, and claims). For rotation, a rotary knob 23 (also in the form of an operating roller) is used, for example. The use of a steering unit or a steering wheel is also possible for operation. The rotary knob 23 or the operating knob 101 can, in particular, be connected to the shaft 311 in a rotationally fixed manner.

[0224] The haptic operating device 100 can also be designed as a steer-by-wire steering system.

[0225] In this embodiment and in all other embodiments, refinements, and developments, an actuator device 303 may be included to convert the rotary movement into another movement. The actuator device 303 may, in particular, also be only electrically connected to the control button 101.

[0226] The rotational movement of the control knob 101 is detected by a sensor device 70 and, for example, a rotation angle sensor. Depending on the rotation angle, the actuator device 303 then controls other components or actuators.

[0227] A drive device 307, designed as an electric motor, is connected to the shaft 311. The drive device 307 allows the control knob 101 to be actively rotated. As a result, the control knob 101 is (actively) rotated in certain cases, for example—but not exclusively—during (simulation of) a steering system, in order to provide the operator with appropriate haptic feedback.

[0228] The movement of the control knob or rotatable control element 101 can be braked in a targeted and controlled manner using a magnetorheological braking device 1. A control unit 302 can be provided here to control the braking device 1 and also the drive device 307 depending on various parameters, such as the angle. For this purpose, the control unit 302 is operatively connected to the sensor device 70.

[0229] The control unit 302 also considers, for example, data from an assistance system 304. This allows the movement of the rotatable control element 101 to be specifically influenced depending on the driving situation. The control unit 102 can also be operatively connected to other sensors not shown in detail here in order to specifically influence the behavior depending on additional parameters.

[0230] The braking device 1 is equipped with a safety device 306, which removes a magnetorheological medium 6 (not visible here) from a gap 5 (also not visible here). This allows, for example, the braking torque to be removed very quickly and reliably in the event of a malfunction. The gap 5 and the medium 6 can be selected as described in this application and shown in the following figures.

[0231] The Figure 12 The operating or actuating device 100 according to the invention shown here can be used to rotate an operating or actuating means of an operating or actuating unit (not shown in detail here). The operating or actuating unit 101 is designed here as a rotatable knob that is rotationally fixedly connected to a shaft 311.

[0232] The operating or actuating device 100 can also be configured here as a steer-by-wire steering system for a game (gaming; force feedback steering wheel), without being limited thereto. For this purpose, an actuator device 303 is used to convert the steering movement performed with the operating or actuating unit 101 into a (virtual) vehicle movement in a (racing) game (e.g., Need for Speed; Project Cars; Moto GP; flight simulator, etc.). For example, the actuator device 303 steers the (virtual) vehicle wheels or the vehicle wheel of a motorcycle. The actuator device 303 is then only electrically connected to the steering unit 101.

[0233] The rotational movement of a steering unit is detected by a sensor device 70 and, for example, a rotation angle sensor. Depending on the rotation angle, the actuator device 303 then steers, for example, the vehicle wheels in the video game.

[0234] A drive device 307, designed as an electric motor, is connected to the shaft (or steering shaft) 311. The drive device 307 can actively rotate the steering unit 301. This actively moves the steering unit 301, for example, when cornering or reversing, as would be the case with a conventional mechanical steering system in a real vehicle.

[0235] The movement of the operating or actuating unit 101 can be specifically braked using a magnetorheological braking device 1. A (steering) control unit 302 is provided here to control the braking device 1 and also the drive device 307 depending on various parameters, such as the steering angle. For this purpose, the (steering) control unit 302 is operatively connected to the sensor device 70.

[0236] The (steering) control unit 302 also considers, for example, data from a (driving) assistance system 304 or data from other players or game situations (sim racers, racing simulators, etc.). This allows the movement of the steering unit 301 to be specifically influenced depending on the driving situation. The (steering) control unit 102 can also be operatively connected to other sensors or information sources of a game (not shown in detail here) in order to specifically influence the steering behavior depending on additional parameters.

[0237] The control knob can also be used on or in an industrial plant, in computer peripherals, in automobiles, aircraft, etc. and can be supplemented with the active component described above.

[0238] The invention provides a haptic control device that is compact, robust, and very cost-effective. The haptic control device is particularly well-suited for use in the automotive industry, but can also be used in all kinds of devices and machines.

[0239] A major advantage of the design is that no cables, sensors, or electronics are required externally. This allows for a high IP rating for all configurations. Essentially, everything is located behind a mounting panel.

[0240] The electrical coils are preferably completely separated from the space containing the magnetorheological medium, in particular by means of a potting compound.

[0241] In preferred embodiments, axial displacement is possible, in particular, displacing a liquid volume within the disk. Sufficient space is preferably provided between a lid and a disk contour so that the intermediate medium (or liquid) or carbonyl is not compressed. (This could otherwise lead to high axial displacement forces.) This provides an additional MRF reservoir from which particles can flow into the area of the disk contour or the star contour. Magnetic particles always flow in the direction of the stronger field, as magnetic particles are attracted by the magnetic field gradient.

[0242] The seal preferably runs on the shaft. There is a rotational movement (more than 100,000 revolutions are possible), and there may be a linear movement for the probe. To prevent the seal from running in and forming a groove, to keep friction low, and to prevent leakage (drag oil) from becoming excessive over its service life, a suitable material pairing with a hard running surface is preferred.

[0243] Preferably, the first brake gap section 5a is equipped with a disk contour. The second brake gap section 5b is equipped, in particular, with an identical (cylindrical) disk contour or with a star-shaped disk contour. A disk contour enables good magnetic field transmission and high torque at high speeds.

[0244] The combined solution, also called a hybrid solution, combines both advantages. In contrast, an axial transition of the magnetic field in the prior art had a smaller transition area and thus resulted in lower braking torques. Furthermore, an axial magnetic field transition has a smaller distance (radius) and therefore generates less torque. A brake gap section 5a, which is also radial and has a disk contour, has a larger diameter and thus generates a greater torque for the same force. Furthermore, the surface area is larger because the larger circumference spans a larger area. If the width of the contoured disk is greater than 1 / 6 of the diameter, the transferable braking torque at the (circumferential) radial brake gap section is already greater than the maximum transferable braking torque on the axial surface! Finally, the smaller gap height at the disk contour reduces magnetic losses. All of this results in a higher braking torque, even at higher speeds.

[0245] Volume compensation for the push function can be provided by a membrane at the end of the casing. Behind the membrane is a click element, similar to a snap dome. This provides a tactile pressure point. Additionally, a click is heard when the pressure point is reached, and the snap dome pushes the entire button or casing back to its original position (similar to a mouse button on a computer mouse).

[0246] The diaphragm then seals the MRF chamber. The volume behind the diaphragm acts as a volume compensator when pressed. In its normal position, the snap-action disc is curved. If the button is moved axially, the stator of the braking device presses against the diaphragm and the snap-action disc, flattening the disc.

[0247] The design of the haptic control device can be further enhanced by adding various lighting effects to the cover. A cost-effective option is to use a cap / cover with a transparent element illuminated from below with LEDs. This can be achieved by either attaching a transparent sleeve to the casing or incorporating it into the cover, or by designing the entire interior of the cover as such (an inverted cup). The transparent part can be chamfered at the edges to direct the light in the desired direction.

[0248] The transparent material can be either regular glass or PMMA (acrylic glass). The advantage of PMMA is that you can use opaque glass, which refracts the light within, thus evenly illuminating the entire surface. One or more LEDs can be used for illumination, even in different colors.

[0249] In all configurations, the outer brake component can also be designed to be non-rotatable, while the inner brake component can be the rotatable component. In this case, the electrical contact with the electrical coil must be made via cables through the outer brake component or, for example, via sliding contacts.

[0250] If a coil spring is used as an electrical contact, an absolute sensor (e.g., an absolute angle encoder) preferably determines the angle of rotation, and the control system prevents over-rotation. This can be achieved by blocking at a certain angle or providing haptic warning feedback to prevent the coil spring from being torn off. List of reference symbols: 1 Magnetorheological braking system 32 reservoir 35a Power supply 12V 2, 3 Brake component 35b Power supply 18V 4 holder 38 seal 5 gap, brake gap 39 O-ring 5a Brake gap section for 41 40 Star contour 5b Brake gap section for 11 40c Gap height 5c Brake gap section for 61 41 Disc contour 5d Brake gap section 41a integral ring flange 6 medium 41b Gap height of 5a 8 magnetic field, field 41e axial width of 5a 11 Rolling elements 42 Ring body, disc body 11b Gap height of 5b 42a Recording 11c radial clearance at 5b 43 User interface 11d Diameter of 5b 44 Disc package 11e axial width of 5b 45 Cable 12 axis 46 Disc sheet 12a Cable entry 47 bulged outer contour 13 Coat part 48 Filling screw 14 end, lid 49 coating 15 end, lid 50 console 16 Pen 51 Mother 18 Light bulbs 61 Ring contour 19 magnetic particles 68 signal 20 Rotation axis, axial direction 69 amplitude 70 Sensor device 21 core 71 Magnetic ring unit 22 Hub 72 Magnetic field sensor 23 rotary knob 75 Shielding device 26 Sink 76 Shielding body 26b spool holder 77 Separation unit 26e axial width 78 Decoupling device 28 Potting compound 79 Sensor board 29 Snap dome 79a Contact pin 29a guide 80 Magnetic field concentrator 29b volume 100 Haptic control device 31 membrane 90 drive motor 266 first performance parameter 91 Core of 90 267 second performance parameter 92 Winding of 90 270 Previous point in time 93 Permanent magnet of 90 271 first period 94 Support element (standing) 272 second period 101 Control head 302 control unit 102 Operating roller 303 Actuator device 110 closed chamber 304 Assistance system 200 Device component 305 Remanence device 261 electric coil 306 Safety device 262 electric coil 307 drive device 263 wire 311 Wave 264 wire 265 Braking intensity

Claims

1. A haptic operating device (100) comprising a magnetorheological braking device (1) with a stationary holder (4) and at least two braking components (2, 3), wherein one of the two braking components (2, 3) is connected to the holder (4) in a rotationally fixed manner, and wherein the two braking components (2, 3) are continuously rotatable relative to one another about a rotation axis (20), wherein a first braking component (2) extends along the rotation axis (20) and comprises a core (21) made of a magnetically conductive material, and wherein the second braking component (3) comprises a hollow casing part (13) extending around the first braking component (2), wherein axially spaced and circumferential braking gap sections (5a, 5b, 5c) are formed between the first and second braking components (2, 3) and are at least partially filled with a magnetorheological medium (6), characterized in that and at least one third brake gap section (5c) is arranged in a second brake gap section (5b), and in that a first electrical coil (261) is assigned to the first brake gap section (5a) and a separately controllable second electrical coil (262) is assigned to the second brake gap section (5b).

2. Haptic operating device (100) according to claim 1, wherein the first braking gap section (5a) and the second braking gap section (5b) are designed differently.

3. Haptic operating device (100) according to any one of the preceding claims, wherein at least partially different materials are used on the first braking gap section (5a) and the second braking gap section (5b).

4. Haptic operating device (100) according to one of the preceding claims, wherein a disk contour (41) is arranged between the casing part (13) and the core (21) on at least one braking gap section (5a).

5. Haptic operating device (100) according to one of the preceding claims, wherein identical disk contours (41) are formed on at least two brake gap sections (5a-5c).

6. Haptic operating device (100) according to one of the preceding claims, wherein a plurality of rolling elements (11) are arranged on the circumference of the core (21) on at least one brake gap section (5b), and wherein the rolling elements (11) are received on a holder (IIF).

7. Haptic operating device (100) according to one of the preceding claims, wherein at least one star contour (40) is arranged on at least one braking gap section (5a) between the casing part (13) and the core (21), so that in the area of the star contour (40) a variable gap height (40c) over the circumference of the braking gap section (5b) and wherein magnetic field concentrators (80, 81) are arranged on the star contour (40) and protrude radially into the braking gap section (5a).

8. Haptic operating device (100) according to claim 7, wherein at least one disk contour (41) designed as a star contour (40) is formed at least on one brake gap section.

9. Haptic operating device (100) according to one of the preceding claims, wherein the first electrical coil (261) and the second electrical coil (262) are each received between the casing part (13) and the core (21) and each around the axis of rotation (20). are wrapped and / or wherein the first electrical coil (261) and the second electrical coil (262) are designed differently.

10. Haptic operating device (100) according to one of the preceding claims, wherein the disk contour (41) is designed as a separate disk body (42) or in one piece with the core (21).

11. Haptic operating device (100) according to one of the preceding claims, wherein the magnetic fields (8) of the first electrical coil (261) and the second electrical coil (262) each essentially axially through the core (21) and the casing part (13) and im Substantially radially pass through the third brake gap section (5c).

12. Haptic operating device (100) according to one of the preceding claims, wherein the first, second and third braking gap sections are formed at a common gap (5).

13. Haptic operating device (100) according to one of the preceding claims, wherein a closed chamber (110) is formed between the brake components (2, 3), and wherein the closed chamber (110) contains at least a significant proportion of a magnetorheological medium (6) such as is filled with a magnetorheological fluid and / or carbonyl iron powder.

14. Haptic operating device (100) according to one of the preceding claims, comprising at least two magnetorheological braking devices (1) and / or comprising at least one drive device for actively rotating one of the braking components (2, 3).

15. Device designed as an operating button (101) or device component (200) with a haptic operating device (100) according to one of the preceding claims, comprising at least one user interface (43), a control panel, a display, a touch-sensitive display with or without haptic feedback and / or at least one sensor.