Steering input device for specifying a steering movement according to the steer-by-wire concept and method for operating a steering input device

Abstract

The invention relates to a steering input device (300) for controlling a vehicle (330) according to the steer-by-wire concept, comprising a power train (310) with a moveable steering unit (301) and a drive device (302) with a drive motor (312) for generating a torque acting on the steering unit (301). The power train (310) also has a controllable magnetorheological clutch device (1) with two clutch components (2, 3) that can be rotated relative to one another. The clutch device (1) is connected in series with the drive device (302) in the power train (310). By means of the clutch device (1), a torque that can be transmitted between the drive device (302) and the steering unit (301) can be changed in a targeted manner.

Description

[0001] Steering presetting device for specifying a steering movement according to the

[0002] Steer-by-wire concept and method for operating a

[0003] Steering preset device

[0004] The invention relates to a steering input device for inputting a steering movement according to the steer-by-wire concept with at least one powertrain. The powertrain comprises at least one movable steering unit, in particular a steering wheel, and at least one drive device with at least one drive motor for generating a torque acting on the steering unit.

[0005] High demands are placed on such steering input devices. For example, precise steering feedback and steering behavior that is free of play or jerks, particularly around the center position, as well as overall very smooth, harmonious steering behavior are required. In a car, for example, the user should notice at the steering wheel when the front wheels are building up grip, i.e. they should feel the surface. This should ideally require little space and power, and be as quiet as possible. In addition, the steering input device must provide high torques or be able to counteract the manual steering movement (the torque then corresponds to a braking torque). This is the case, for example, for hard end stops with a rapidly turning steering wheel (i.e. high kinetic energy when the steering wheel is turned quickly when maneuvering, for example at 1000° / s).Due to the significant increase in the number of steering wheel controls, steering wheels are becoming increasingly heavy, which increases kinetic energy. High torques and braking torques are also required when the driver (or user) holds or supports themselves on the steering wheel when getting in or out of the vehicle.

[0006] / exit assistance). Such braking torques can, for example, be 25

[0007] Newton meters, 35 Newton meters or more. At the same time, the steering input device must also be able to provide very low torques or braking torques (less than 1 Newton meter, preferably less than 0.5 Newton meters), for example when only very slight steering movements are required to keep the vehicle in lane when driving straight ahead. Likewise, low torques are necessary for steering movements around the center position or when changing direction (e.g. 1 to 3 Newton meters) so that the vehicle can be steered smoothly and a winding road can be negotiated quickly and harmoniously. Overall, sensitive and precise steering is only possible with a very smooth steering system. This also means that the user does not tire so quickly. For this purpose, torques of less than one Newton meter are desired.

[0008] Thus, a steering input device (particularly at the hand control point or the steering unit) should be able to generate torques between 0.1 Nm and 25 Nm with a high haptic quality, which corresponds to a spread (maximum torque divided by minimum torque) of 250.

[0009] Furthermore, the required torques or braking torques should be adjustable, if possible without noticeable transitions, or continuously and with high control quality. Furthermore, the torques should be adjustable with the shortest possible response times (or

[0010] Switching times) and, for example, be adjustable in less than 100 ms, preferably less than 20, and particularly preferably less than 10 ms. The installation space for the steering input device is generally very limited, for example, in a dashboard in modern vehicles with a head-up display.

[0011] The aforementioned requirements are technologically very difficult to achieve. One problem is that high torques or braking torques generally require correspondingly large drive motors or brakes, which in turn disadvantageously increase the base torque (also known as the idle torque). However, a high base torque conflicts with the requirement for smooth steering and good controllability.

[0012] For example, electrically or electromagnetically actuated friction brakes are known, which offer a high maximum braking torque. However, the friction surfaces required to achieve the braking torque cause unfavorably high base friction when inactive or de-energized, for example, one newton meter of base friction at a maximum braking torque of 20 newton meters.

[0013] Furthermore, steering systems with an electric motor have become known, which is coupled to the steering wheel either directly or via a reduction gear or (toothed) belt. Such directly mounted electric motors generate, for example, active braking torques (nominal torques) of up to eight newton meters and short-term passive braking torques of up to 25 newton meters. Due to the correspondingly high braking torque, such electric motors are very large and heavy, as well as sluggish (mass moment of inertia), and often expensive. Due to the large

[0014] Working range, controllability at low braking torques needs improvement.

[0015] Electric motors, for example, driven via belt drives and mounted parallel to the steering system (indirect arrangement), also offer no real solution, as the additional belt drive, pulleys, and brackets require space and cause flexibility, play, and additional costs. Furthermore, these additional components are prone to failure and therefore pose a safety risk.

[0016] Since electric motors in the steering system must primarily deliver the high braking torque at low speeds, the current or power requirement is also disadvantageously high. At the same time, electric motors have very poor efficiency at low speeds or when stationary (for example, to provide an end stop) and therefore often heat up very quickly. This, in turn, reduces efficiency because the coil resistance increases. This causes the motor to heat up even faster, causing everything to oscillate, and the power requirement rises rapidly and dramatically.

[0017] A steer-by-wire steering system for a motor vehicle with a three-phase synchronous motor as a direct drive for actively moving the steering wheel and with a magnetorheological brake is known from DE 10 221 241 A1. The stator of the synchronous motor is mounted on a dashboard. The rotor is non-rotatably connected to an actuating shaft (steering shaft) via a hollow shaft. The actuating shaft is non-rotatably connected to the steering wheel. The magnetorheological brake comprises a ring magnet and a brake disc, with a gap arranged between them for the magnetorheological fluid. The ring magnet is attached to the stator side. The brake disc is non-rotatably mounted on the actuating shaft.

[0018] Other steering systems with magnetorheological brakes using magnetorheological fluids have become known in 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-wire-tactile-f eedback-device. These are also used, among other things, as "steer-by-wire tactile feedback." These brakes function in their own right. However, a disadvantage of these MRF brakes is their relatively high base friction (base torque) in relation to the maximum torque (operating range). According to Lord's website / specification, the operating range of a 5 Nm brake is 0.5 to 5 Nm (factor 10). For the 12 Nm brake, the operating range is between 1 Nm and 12 Nm (factor 12). And for the 20 Nm brake, the operating range is between 1 Nm and 20 Nm (factor 20). This relatively narrow operating range is insufficient for many applications, which is why these series products are primarily used for coarser orgross motor applications are used (including operation mostly with gloves, such as in industry, with agricultural machinery, on forklifts, etc.).

[0019] For (predominantly) fine-motor applications such as steering a passenger car, a significantly lower base torque combined with a higher maximum torque is advantageous, thus providing a considerably larger operating range. A particularly high base torque, for example, quickly leads to fatigue when steering or is uncomfortable. However, conventional magnetorheological 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, which would be particularly disadvantageous for steering systems.

[0020] In contrast, the object of the present invention is to provide an improved steering input device. In particular, the steering input device should meet the previously discussed requirements as extensively as possible and, preferably, simultaneously offer reliable and safe operation and be economically producible.

[0021] This object is achieved by a steering input device having the features of claim 1. The method according to the invention is the subject of claim 31. 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.

[0022] The steering input device according to the invention serves to specify a steering movement according to the steer-by-wire concept and in particular for steering a vehicle. The steering input device can also be used to control a simulator device (e.g., a racing simulator...) or a computer simulation (so-called gaming). The steering input device comprises at least one power train with at least one (manually) movable (in particular rotatable) steering unit. The power train comprises at least one drive device with at least one drive motor for generating a torque acting on the steering unit (drive torque). The drive motor is in particular designed to be controllable so that the torque can be adjusted. The power train comprises at least one controllable magnetorheological clutch device. The clutch device comprises at least two clutch components that can be rotated relative to one another.The clutch device is connected in series (in other words: in series) with the drive device in the powertrain. The clutch device and the drive device are preferably connected in series with each other and / or in series with the steering unit. In particular, the clutch device and the drive device are not connected in parallel with each other and / or not connected in parallel with the steering unit. The clutch device can be used to specifically vary the torque that can be transmitted between the drive device and the steering unit. In particular, the clutch device can be used to specifically vary the power flow between the drive device and the steering unit.

[0023] The steering preset device can be used in motor vehicles (e.g. cars, trucks, on-highway vehicles), aircraft, airplanes (including drones), ships, boats, in agricultural and forestry technology, for example with tractors or combine harvesters, harvesting machines and other field machinery (off-highway vehicles). It can also be used in construction or moving work machines and, for example, forklifts or similar machines, or in simulators for simulating vehicle control (gaming, sim racing, computer peripherals, etc.). The steering preset device can also be used in particular for at least partially or fully autonomous vehicles.

[0024] The steering unit is, in particular, a steering wheel. The steering unit can alternatively be designed as a steering wheel, yoke, handlebar or handlebar rod, control stick, control horn, control pedal, control lever, joystick, or even as an operating wheel. Other designs of movable steering units for steering / controlling vehicles are also possible. The movement of the steering unit is, in particular, a rotary movement. In particular, the steering unit is movable in at least two directions of rotation and is preferably rotatable. However, pivoting or the like is also possible. The steering input device can comprise at least one gear means which is suitable and designed to convert the movement of the steering unit into a rotary movement of one of the coupling components.

[0025] Depending on the operating state of the steering input device, the torque can occur in particular as drive torque (so-called active torque) or as braking torque (so-called passive torque) in the powertrain. For example, the drive motor can actively move the steering unit with a specific drive torque. The drive motor and / or the clutch device can in particular brake a (manual) movement of the steering unit with a specific braking torque. To do this, the drive motor applies a torque, for example, which must be overcome when steering in order to be able to move the steering unit. In other words, the drive torque of the drive motor can be felt in particular as braking torque on the steering unit. The clutch device (which is in particular continuously controllable) can in particular be used to adjust how much of the drive torque of the drive motor is applied to the steering unit as braking torque.In particular, the clutch device can be adjusted so that no drive torque at all or the entire drive torque and a specific portion of the drive torque is applied to the steering unit as a braking torque (in particular, continuously adjustable).

[0026] The steering input device according to the invention offers many advantages. A significant advantage is the serial arrangement of the clutch device and the drive device in the power train. This means that the steering movement can be influenced very precisely and sensitively with the magnetorheological clutch device and with a very low basic torque (particularly preferably < 0.1 Nm). Thanks to the serial connection, it is irrelevant if the drive device actually has a basic torque that is far too high or the control quality is too low for sensitive steering movements. In the serial connection, the drive device only has to be designed in such a way that it can actively move the steering unit and provide a sufficiently high counterforce (torque support) for the clutch device. This means that a cost-effective and structurally simple drive device can be used.The serial connection even makes it possible to compensate for an adverse influence of the drive system on steering precision by specifically controlling the clutch device. The clutch device required for this can generally be implemented without significant economic expenditure. Overall, the invention can therefore fulfill the previously discussed requirements particularly well and reliably, while also being economically producible.

[0027] The steering unit is preferably only movable together with at least one of the at least two coupling components. In particular, the steering unit is movable together with at least one of the at least two coupling components. In particular, the steering unit is connected in a rotationally fixed manner to at least one of the at least two coupling components. In particular, the steering unit is also connected in a rotationally fixed manner to the at least one coupling component when the at least two coupling components are rotated relative to one another. When the steering unit is moved, at least one of the coupling components preferably also always rotates.

[0028] Preferably, the steering unit is actively movable by means of the drive device. In particular, the drive device generates a torque for this purpose. Such a torque can also be referred to as drive torque or active torque. Preferably, the drive torque transmitted (or transmittable) to the steering unit is adjustable by means of the coupling device. This is particularly advantageous because the magnetorheological coupling device allows the steering unit to be influenced much more precisely and quickly than would be possible, for example, by adjusting the drive torque of the drive device.

[0029] In particular, a manual movement of the steering unit can be subjected to a torque that counteracts the movement. Such a torque can also be referred to as a braking torque. In particular, the mobility of the steering unit can be braked in a targeted manner. The braking torque is preferably adjustable using the coupling device. The drive device preferably serves as a torque support for the coupling device. The drive device serves in particular to transmit the braking torque in the power train. The drive device serves in particular to transmit the braking torque from the coupling device to a vehicle-side torque support and / or to transmit the braking torque from the steering unit to the coupling device.

[0030] The drive device can be active (i.e., when it serves as a torque support for the clutch device) and apply a torque (drive torque) or passive (e.g., switched off). The drive device can comprise at least one transmission device, which serves as a (particularly self-locking) torque support for the clutch device.

[0031] In all embodiments, it is preferred that the torque transmittable by the clutch device in the power train is adjustable and preferably specifically variable by means of at least one control device. The control device is particularly suitable and designed to control the clutch device such that it transmits only a defined part of the torque occurring in the power train and / or that it transmits the entire torque and preferably the entire torque coming from the drive device (in particular the drive torque). The control device is particularly suitable and designed to control the clutch device such that the steering unit is braked with a defined torque (braking torque).

[0032] In a preferred and advantageous embodiment, the drive device comprises at least one transmission device. The transmission device can be driven in particular by the at least one drive motor. The transmission device is preferably designed to be self-locking. In particular, the transmission device is designed to be self-locking, so that the transmission device can absorb a torque from the drive motor and transmit it (in particular to the clutch device and / or steering unit), but cannot move the drive motor and preferably cannot rotate it. In particular, the self-locking transmission device is suitable and designed not to transmit any torque from the clutch device to the drive motor.

[0033] This offers the advantage that the maximum braking torque for the steering movement is not dependent on the base torque of the drive motor or its activity. For example, the braking torque can be set solely by the clutch device, which is particularly well suited for this purpose, while one of the two clutch components is reliably supported on the self-locking transmission device, even at high braking torques. Undesired "co-rotation" is prevented even when the drive motor is switched off. A self-locking transmission without the serial connection of the clutch device in the power train presented here would lead to a safety-impediment to the steering unit being blocked in the event of a drive motor failure. The vehicle or the object to be steered / controlled would then no longer be controllable / steerable.By connecting the self-locking gear unit and its drive motor in series with the clutch unit, this problem is overcome in an advantageous and safe manner.

[0034] The gear device preferably comprises at least one drive member. The drive member is in particular drivable by the drive motor and is preferably rotatable. The drive member is preferably designed as a worm shaft or comprises at least one such. The gear device preferably comprises at least one output member. The output member is in particular drivable by the drive member and is preferably rotatable. The output member is in particular designed as a worm wheel or comprises at least one such. In particular, the drive member is connected downstream of the drive motor and in particular upstream of the output member. In particular, the output member is connected downstream of the drive member and upstream of the coupling device.

[0035] In particular, the drive member and the drive motor cannot be driven by the output member due to the self-locking nature of the transmission device. In particular, the transmission device can be driven by the drive member, but not by the output member. In particular, the drive member can be driven by the drive motor and is preferably rotatable. In particular, the drive member drives the output member. In particular, at least one of the at least two coupling components is connected to the output member in a rotationally fixed manner and is preferably rotatable by the output member. In particular, the drive member cannot be driven by the coupling device. In particular, the drive motor cannot be driven by the coupling device and is in particular rotatable.

[0036] In particular, the transmission device comprises at least one worm gear with at least one worm wheel and at least one worm shaft. The worm shaft can also be referred to as a worm. The worm shaft can be single-threaded or multi-threaded.

[0037] Preferably, at least one of the at least two coupling components is coupled to the output member in a rotationally fixed manner. The coupling component is preferably designed as a worm wheel. It is also possible and preferred for the coupling component to be arranged at least partially radially inward of the worm wheel. This offers considerable space savings. In particular, the worm wheel is designed or arranged at least partially radially outward of the coupling component. In particular, the coupling component and the worm wheel are arranged coaxially to one another. In particular, the worm wheel surrounds the coupling component at least in sections. However, the coupling component and the worm wheel can also be connected to one another in another way, for example via at least one shaft or the like.The coupling component and the worm wheel can be in contact with each other in the axial direction or can be axially spaced from each other.

[0038] Preferably, the clutch components are arranged coaxially with each other, at least in sections. In particular, one clutch component surrounds the other clutch component. In particular, one clutch component is arranged at least partially radially within the other clutch component. Preferably, the radially outer clutch component is rotationally coupled to the output member. In particular, the radially outer clutch component is designed as a worm gear or is arranged at least partially radially inward of the worm gear. This offers a further significant saving in installation space.

[0039] It is possible and advantageous for the drive device to comprise at least two drive motors. In particular, at least one drive element is assigned to each drive motor. In particular, the drive elements drive the same output element. In particular, the drive motors each comprise at least one worm shaft. In particular, the worm shafts of the drive motors act on the same worm gear. This provides a compact and inexpensive implementation of a particularly powerful drive. This is advantageous, for example, in commercial vehicles requiring high torque at the steering wheel.

[0040] In a preferred and advantageous embodiment, the clutch device is arranged or connected between the steering unit and the drive device in the power train. In this case, the drive device is arranged or connected in particular between the clutch device and the abutment structure in the power train. In particular, the clutch device is arranged spatially between the steering unit and the drive device. In particular, the drive device is arranged spatially between the clutch device and the abutment structure. In particular, the frictional connection between the drive device and the steering unit can be changed by means of the clutch device.

[0041] Preferably, one of the at least two coupling components is connected to the steering unit in a rotationally fixed manner. Another of the at least two coupling components is preferably drivable by the drive device. In this case, the drive device is fastened in particular to a torque support and preferably to an abutment structure. In particular, the steering unit can only be moved together with the one coupling component.

[0042] In particular, the other clutch component is connected upstream of one clutch component and downstream of the drive device. The other clutch component is arranged or connected in the power train between the drive device and the one clutch component. In particular, a radially outer clutch component is coupled to the drive device. In particular, a radially inner clutch component is coupled to the steering unit.

[0043] In a likewise preferred and advantageous embodiment, the drive device is arranged or connected between the clutch device and the steering unit in the power train. In this case, the clutch device is arranged or connected in particular between the drive device and the torque support in the power train. In particular, the clutch device is fastened to the abutment structure for this purpose. In particular, the drive device is arranged spatially between the clutch device and the steering unit. In particular, the clutch device is arranged spatially between the drive device and the abutment structure. In particular, the frictional connection between the drive device and the abutment structure can be adjusted by means of the clutch device.

[0044] Preferably, one of the at least two clutch components is connected to the vehicle side for torque support. In particular, the clutch component is fastened to the abutment structure in a rotationally fixed manner. Another of the at least two clutch components is preferably designed as a torque support for the drive device. In particular, the other clutch component is coupled to the drive device in a rotationally fixed manner. In particular, the other clutch component is only indirectly connected to the steering unit via the drive device. In particular, the other clutch component and the steering unit are rotatable relative to one another. In particular, the other clutch component is connected to the steering unit via the drive motor and the self-locking transmission device. In particular, the radially outer clutch component is connected to the drive device and indirectly coupled to the steering unit via this.In particular, the radially inner coupling component is connected to the abutment structure for torque support.

[0045] In this embodiment, it is preferred that the drive device is supported on the other coupling component when it drives the steering unit. In particular, the other coupling component offers torque support for the drive device when the drive device drives the steering unit. In particular, none of the coupling components is immediately (directly) connected to the steering unit. In this embodiment, it is also preferred that a torque from a manual steering movement is transmitted from the steering unit via the self-locking gear device to the drive motor and further to the other coupling component. With regard to the torque of the manual steering movement, the steering unit is thus connected to the other coupling component in a rotationally fixed manner, so to speak. In particular, the drive motor is fastened to the steering unit. In particular, the steering unit can only be moved together with the drive motor.When the steering unit is moved during steering, the (entire) drive motor is also moved at the same time, and in particular the transmission device is also moved. Due to the self-locking transmission device between the drive motor and the clutch device, the other clutch component can in particular only be moved together with the steering unit if the steering unit is moved manually. When the steering unit is moved by the drive motor, the steering unit moves in particular relative to the other clutch component and in particular to both clutch components. In this case, the drive motor preferably also moves relative to both clutch components.

[0046] In a preferred and advantageous development, the steering unit provides at least one receiving space. In particular, the steering unit at least partially encloses the receiving space. Preferably, the drive device and the coupling device are at least partially and in particular at least predominantly and particularly preferably completely arranged in the receiving space. In particular, at least one of the coupling components is arranged in the receiving space. In particular, this coupling component is rotatable relative to the receiving space. In particular, at least one other of the coupling components is only partially or also predominantly or completely arranged in the receiving space. In particular, a stator of the drive motor is connected in the receiving space in a rotationally fixed manner. The receiving space is in particular at least partially surrounded by a housing of the steering unit and in particular by a steering wheel housing.

[0047] It is possible and advantageous for the drive device and the coupling device to be arranged at least partially spaced from the steering unit. In particular, they are thereby arranged or can be arranged in the correct operating assembly position below and / or in the intended forward direction of travel in front of an instrument panel of the vehicle. This means that no installation space is required for the drive device and the coupling device in the area of ​​the steering unit, so that a steering wheel, for example, can be made considerably more compact. Due to the spaced arrangement, the drive device and the coupling device do not have to be moved if the steering unit is actively pulled away from the driver by a safety system in the event of a frontal collision.

[0048] The steering unit is preferably designed to be retractable, at least for autonomous ferry operation. This means that the person in the driver’s seat is not restricted by the steering unit. The steering unit can also be designed to be retractable for other purposes. In particular, the steering unit is designed to be motor-driven so that it can be retracted and extended and / or moved laterally. For example, the steering unit can be moved towards and away from the driver’s seat. In the case of a movable steering unit, the design described above is particularly advantageous, in which the coupling device and the drive device are arranged at a distance from the steering unit. It is also advantageous if the components are at least partially accommodated in a receiving space in the steering unit. This allows sufficient space to move the steering unit.It is possible that the drive motor also provides the torque for retracting and / or extending the steering unit.

[0049] It is preferred and advantageous that at least one accident prevention device is provided and is suitable and designed to apply a targeted torque (braking torque or accident braking torque) to the mobility of the steering unit, at least in the event of a malfunction of the coupling device, so that the steering unit can neither be blocked nor moved without resistance (manually). In particular, the accident prevention device can provide a torque of at least 0.5 Nm. In particular, the torque is less than 5 Nm and preferably less than three Newton meters. An advantageous torque is, for example, between 1 Nm and 2 Nm.

[0050] Depending on the size of the steering unit (particularly the steering or steering wheel diameter), the required or maximum torques can vary, which feel good to the user or are acceptable from a safety perspective. A larger steering wheel diameter generally requires or results in higher torques. The tangential forces of the operator (operating forces) on the diameter of the steering device (point of application) are decisive here. With a braking torque of 3.5 Nm and a steering input device diameter of 330 mm, tangential forces (operating forces) of approximately 21 N result. Steering input devices in cars usually have a steering wheel diameter in this range (300 to 400 mm). Trucks usually have a steering wheel diameter between 400 and 500 mm, which means that higher torques are permissible or haptically possible (e.g. tangential / operating force = 21 N; steering wheel diameter = 500 mm. Approx. 5.25 Nm maximum braking torque possible).

[0051] It is possible that the emergency shutdown system provides haptic feedback, or feedback that can be perceived on the steering unit, as an indication of the fault. In particular, the haptic feedback occurs when the steering unit is manually (passively) moved. For example, the feedback can be felt as a rattling or jerking noise during steering, which can be caused by rapidly switching the power on / off.

[0052] In particular, the accident prevention device is suitable and designed to mechanically couple the clutch components to one another in the event of a malfunction, such that minimal friction occurs between the clutch components and / or the clutch components are connected in a rotationally fixed manner. In particular, at least one actuator is provided for mechanical coupling. For this purpose, the accident prevention device comprises, in particular, at least one securing bolt which mechanically connects the clutch components to one another. In particular, the securing bolt is applied to the clutch components in a form-fitting and / or force-fitting manner in the event of a malfunction. The mobility of the steering unit in the event of a malfunction is thereby enabled, for example, by the drive device rotating along with it. In particular, the drive device is then not designed to be self-locking.

[0053] The accident protection device preferably comprises at least one permanent magnet device. In particular, the permanent magnet device has a magnetic field in a magnetic circuit, which brakes the mobility of the clutch components with a defined torque (braking torque). In particular, the magnetic field influences the magnetorheological medium. Preferably, the magnetic field of the permanent magnet device can be reduced or even eliminated during normal operation by an electrical coil device. In particular, the magnetic field (magnetic flux density) generated by the permanent magnet device in the magnetic circuit is reduced or canceled by the (counter-rotating) magnetic field generated by the electrical coil device. It is also possible for the magnetic field to be amplified during normal operation by the electrical coil device. The permanent magnet device can comprise at least one permanent magnet or be designed as such.In the event of a malfunction, this ensures that the steering unit can neither be blocked nor moved without resistance, both very reliably and with minimal structural effort.

[0054] The permanent magnet device can be provided by a remanence device. The remanence device serves in particular to generate residual magnetism or residual magnetization. In particular, the use of special materials such as AlNiCo is provided for this purpose. In particular, the remanence device is suitable and designed to specifically magnetize at least one component of the steering input device and in particular of the clutch device, so that this component then provides a magnetic field (e.g. in the manner of a switchable permanent magnet). In particular, the remanence device is suitable and designed to demagnetize the component again. In particular, the remanence device comprises at least one electrical coil device.This coil device can be provided by the coil device intended to influence the magnetorheological medium during normal operation. However, it is also possible for the coil device for influencing the magnetorheological medium and the coil device for the remanence device to be designed separately.

[0055] It is advantageous and preferred that the emergency shutdown device comprises at least one electrical energy store for supplying energy to the clutch device in the event of a fault. In particular, the energy store provides at least the energy for an electrical coil device for influencing a magnetorheological medium and / or for a remanence device and / or for at least one actuator of the emergency shutdown device. The energy store can comprise at least one capacitor device and / or at least one accumulator and / or at least one battery. By means of such an energy store, the magnetorheological medium can be specifically influenced even in the event of an interruption in the power supply, so that the steering unit can neither be blocked nor be moved without resistance.

[0056] In particular, the energy storage device is arranged (at least partially) within the coupling device. Preferably, the energy storage device is protected within, i.e., in the (outer) housing of the coupling device, so that no cables or connections between the energy storage device and the coupling device lie outside the housing and thus cannot be damaged by external forces. In particular, the energy storage device is surrounded by a housing of the coupling device.

[0057] In all embodiments, it is possible and advantageous for the accident protection to be provided at least partially by the components of the clutch device. For example, the accident protection is provided by the clutch components and the gap and the magnetorheological medium of the clutch device. However, in all embodiments, it is also possible and advantageous for the accident protection to include its own braking device (designed separately from the clutch device). In particular, the braking device is smaller than the clutch device.

[0058] In particular, the braking device is designed magnetorheologically. In particular, the braking device has at least two braking components that can rotate relative to one another and a gap formed therebetween containing a magnetorheological medium. In particular, at least one of the braking components is rotatable by the steering unit and is preferably connected to the steering shaft in a rotationally fixed manner. In particular, at least one other of the braking components is supported on the abutment structure in a rotationally fixed manner (e.g., indirectly via the housing device). The medium can be influenced in a targeted manner in order to apply a braking torque to the movement of the braking components. For example, the braking device has the previously described permanent magnet device and / or remanence device and / or at least one electrical coil device (can also be referred to as an additional coil device). In this way, the steering unit can be braked in a targeted manner in the event of a malfunction.During normal operation, the braking system does not affect the steering movement.

[0059] In an advantageous development, the steering presetting device comprises at least one controllable steering lock for blocking the mobility of the steering unit. In particular, the steering lock is designed as an exit aid. In particular, the steering lock can be activated as needed, and in particular when the vehicle is stationary and / or with a door open and / or when the steering wheel is turned by children, for example, while stationary and with the ignition off. In particular, the steering lock is designed to prevent over-rotation of the steering unit. The mobility blocking is provided in particular for the manual operating forces or supporting forces to be expected during normal operation.

[0060] The steering lock is preferably provided by the clutch device. For this purpose, the clutch device is designed in particular to transmit a torque of more than 25 Newton meters. The torque depends heavily on the steering wheel diameter (distance from the force application to the pivot point) and the specific use case, and 25 Nm represents a typical value for state-of-the-art passenger cars (e.g., steering wheel diameters between 300 and 400 mm). For a truck with a noticeably larger steering wheel diameter (e.g., 400 to 500 mm) and the use of the steering wheel to pull the driver up into the cockpit when entering, torques of 40, 60, or 80 Nm may also be necessary.

[0061] If the steering wheel diameter is larger (e.g., a truck or the rudder of a sailing ship), the base torque may also be higher, since the operating force at the operating point (e.g., hand) is multiplied by the same distance. The drive device is preferably equipped with a self-locking gear mechanism. For this purpose, the clutch device can be designed with a permanent magnet device and / or a remanence device and / or an electrical energy storage device (as previously described for emergency protection).

[0062] The steering lock can comprise at least one (mechanical) blocking device. In particular, the blocking device is suitable and designed to block the mobility of the steering unit independently of the coupling device. In particular, the blocking device is arranged downstream of the steering unit in the powertrain and upstream of the coupling device. In particular, the blocking device enables a positive and / or non-positive blocking of the mobility of the steering unit. The blocking device can be provided by the previously described, mechanically designed emergency protection device.

[0063] In all embodiments, the steering input device can comprise at least one actuator device. The steering input device then corresponds, so to speak, to the manual control point, and the actuator device is then the final control element. The actuator device serves to (physically) implement a steering movement executed by the steering unit (in particular into a movement of the vehicle and / or another object and / or a simulated virtual object). The actuator device serves, for example, to move at least one wheel and / or rudder. In particular, the steering unit and the actuator device are only operatively connected according to the steer-by-wire concept and, in particular, are only electrically or electronically connected during normal operation. It is possible that a mechanical connection is provided during emergency operation. The applicant reserves the right to claim a steering system which comprises a steering input device and an actuator device.

[0064] Preferably, at least one gap is formed between the clutch components (so-called active gap). In particular, the gap is at least partially filled with a magnetorheological medium. In particular, the gap is formed circumferentially. In particular, the gap is located at least in sections (seen in the radial direction) between the clutch components. In particular, the magnetorheological medium can be specifically influenced by means of at least one electrical coil device, which in particular generates a magnetic field in a magnetic circuit, in order to be able to adjust the movability of the clutch components relative to one another. In particular, the clutch device comprises at least one magnetic circuit or can provide such a circuit. The magnetic circuit is in particular a closed path of a magnetic flux within the clutch device. Preferably, the magnetic circuit runs through the gap and in particular also through the clutch components.In particular, the electrical coil device is used to specifically increase and decrease the force flow between the clutch components. In particular, the medium can be influenced by the coil device in such a way that the mobility of the clutch components relative to one another can be subjected to a specific torque and / or released. In particular, the coil device is controlled by a control device.

[0065] In particular, the coil device is attached to one of the clutch components. For this purpose, the clutch component has at least one coil receptacle. The coil device can also be attached independently of the clutch components, e.g., to a component that is stationary relative to the clutch components. In particular, the coil device is supplied with electrical energy via the steering shaft and / or via a line running in the steering shaft and / or via the stationary component (e.g., the housing device).

[0066] A coil device is understood in particular to be any type of electrical device for the (continuously) controllable generation of a magnetic field (generation of a magnetic flux density in the magnetic circuit). The coil device is preferably optimized for energy efficiency, short switching times, and low inductance through the fill level, shape, diameter, and material of the coil wires and their arrangement. To achieve even shorter switching times, a boost device can be used, which operates with higher or higher voltages. The normally required coil voltage is sometimes and briefly exceeded several times over (voltage jump). Such optimizations also make the clutch device very energy-efficient. The power required to achieve a clutch torque of 10 Nm, for example, is less than one watt.

[0067] In particular, the steering input device comprises at least one sensor device for detecting a relative position of the clutch components to one another and / or for detecting a position of the steering unit. In particular, the steering input device comprises at least one sensor device for detecting forces and / or torques. In particular, the clutch device can be controlled as a function of a sensor signal.

[0068] Preferably, the switching time of the clutch device is less than 10 ms. A switching time is defined in particular as the time between an inactive state (no transmittable torque; in particular, no magnetic field in the magnetic circuit) and an active state in which at least 90% of the maximum transmittable torque can be transmitted.

[0069] Preferably, a base torque of the clutch device is less than 0.1 Nm, preferably less than 0.05 Nm, and particularly preferably less than 0.02 Nm. The base torque is determined in particular by technical factors, for example, by frictional forces or inertial forces.

[0070] The method according to the invention serves to operate a steering presetting device and preferably a steering presetting device as described above. In this case, a torque (so-called power flow) that can be transmitted between the drive device and the steering unit is specifically changed by means of the coupling device, while the

[0071] drive device actively moves the steering unit and / or while the drive device supports the torque of a manual movement of the steering unit. In particular, the power flow between the drive device and the steering unit is specifically changed by means of the coupling device. In particular, the power flow is changed depending on the operating state of the vehicle (e.g. when stationary; slow or fast driving on tarmac, loose ground, ice, snow, sand, over curbs, driving over the center line, etc.). Preferably, the coupling device regulates the power flow from the drive device to the steering unit and / or from the steering unit to the drive device. In particular, the power flow can also be adjusted when the drive motor is running and / or during a manual movement. In particular, the power flow can be adjusted in real time. In particular, the steering unit is moved manually to steer a vehicle.In particular, the movement of the steering unit is braked with the clutch device, while the torque occurring in the power train is supported and / or actively assisted with the drive device.

[0072] The method according to the invention also solves the aforementioned problem particularly advantageously. Thus, the steering movements can be influenced considerably more precisely and quickly than could be achieved by means of the drive device.

[0073] In particular, the steering unit is actively moved by means of the drive device and the clutch device is controlled in such a way that it can fully transmit the torque applied by the drive device in the power train. In particular, the clutch device is controlled in such a way that it only transmits the torque applied by the drive device in the power train up to a defined limit. In particular, the limit is continuously adjustable. In particular, the steering input device described above is suitable and designed to carry out the method according to the invention. For this purpose, the steering input device comprises in particular at least one control device. In particular, the method is designed such that the steering input device described above and preferably also embodiments thereof can be operated accordingly.

[0074] In an advantageous embodiment, the coupling device enables the flow of power between the drive device and the steering unit only after a start-up phase of the drive device, preferably of the drive motor. In particular, the flow of power is only enabled when a minimum speed of the drive motor is reached. In particular, the flow of power between the drive device and the steering unit is at least partially, and preferably completely, separated during the start-up phase and in particular before the minimum speed is reached. This enables a shorter reaction / switching time, saves energy, and simultaneously offers a better feel for the steering.

[0075] Preferably, torque peaks in the power flow are at least partially compensated or smoothed by the clutch device. In particular, torque peaks caused by load changes in the drive device (e.g., changes in direction, speed, acceleration, deceleration, switching off, switching on, etc.) are compensated by the clutch device.

[0076] Preferably, the coupling device regulates the power flow between the drive device and the steering unit such that torque fluctuations and / or rotation speed ripple of a drive motor are at least partially compensated. In particular, the compensation takes place in real time.

[0077] In particular, the coupling device generates haptic feedback during a movement of the steering unit, which is perceptible at the steering unit (very rapid power on / off). In particular, the haptic feedback is generated independently of the torque of the drive device.

[0078] In an advantageous embodiment, the clutch device can be designed as described for the magnetorheological brake device in patent application PCT / EP2021 / 085570. The steering input device described therein comprises a brake device with two brake components that can be rotated relative to one another. The relative mobility of the brake components can be continuously adjusted from completely blocked to completely freely movable. For use in the clutch device, it is preferably provided that the brake components are each connected in a rotationally fixed manner to one of the clutch components. An alternative and equally advantageous embodiment can also be that the brake components each provide one of the clutch components. Therefore, the technical teaching of PCT / EP2021 / 085570 is incorporated into the present description.

[0079] In the context of the present invention, a power flow is understood in particular to mean a moment flow or torque transmission along the power train. In the context of the present invention, the term "power flow" can be replaced in particular by the expression "the torque transmittable between the drive device and the steering unit". In particular, the torque transmittable between the drive device and the steering unit can be specifically changed and preferably adjusted by means of the coupling device. The torque occurring in the power train can be used for a non-rotating and, for example, linear movement. In such an embodiment, the term "torque" can be used in particular synonymously with the term "work". In the context of the present invention, an arrangement of components in the power train is understood in particular to mean their functional integration or switching within the power train.

[0080] In particular, the coupling device is suitable and designed to transmit torque from the drive unit to the steering unit and / or from the steering unit to the drive unit. A power flow is understood, in particular, to mean the transmission of torque. A power flow is understood, in particular, to mean a force-locking connection between the individual components of the power train, so that a power flow is possible and torque can be transmitted.

[0081] To enable the flow of power in the powertrain, a frictional connection is established between the two clutch components. "Frictional connection" here refers to the frictional connection of the clutch components. To interrupt the flow of power, a frictional connection between the clutch components is interrupted. To specifically change the flow of power, the frictional connection between the two clutch components is specifically adjusted. This is achieved in particular by influencing the magnetorheological medium using at least one electrical coil device for generating a magnetic and / or electric field.

[0082] The torque transmittable by the clutch device depends in particular on the state, in particular the viscosity and / or viscoelasticity, of the magnetorheological medium. The state of the magnetorheological medium depends in particular on the magnetic and / or electric field to which it is exposed. In particular, the torque transmittable by the clutch device can be adjusted by controlling the electric coil device. The torque transmittable between the two clutch components depends in particular (only) on the state of the magnetorheological medium arranged between the two clutch components. During normal operation, the torque is transmitted from one clutch component to the other exclusively via the magnetorheological medium.

[0083] The magnetorheological medium preferably comprises at least one metallic powder. In particular, the metallic powder has a volume fraction of 40%, at least 50%, and preferably at least 60%. The metallic powder is preferably absorbed in a gaseous carrier medium, for example air. The metallic powder can also be absorbed in no carrier medium at all or in any desired carrier medium. Particularly preferably, the metallic powder is provided with a coating or is mixed with friction-reduced materials (e.g., graphite, brass, bronze, etc.). By using such a medium, a particularly low base torque can be achieved. At the same time, due to the high volume fraction, a particularly high maximum braking torque can be achieved. Furthermore, such a medium can be used with consistent properties at the temperatures expected for the steering input device.The metallic powder is preferably formed as carbonyl iron powder (pure iron) or comprises at least one such powder.

[0084] Other magnetorheologically responsive powders are also possible.

[0085] In particular, the coupling device allows the power flow between the drive device and the steering unit to be adjusted to different torque values ​​or torque ranges. In particular, the power flow between the drive device and the steering unit can be interrupted and established by means of the coupling device. In particular, the power flow can be interrupted and established by means of the coupling device and adjusted to a value between "interrupted" and "established."

[0086] In particular, the power flow is continuously adjustable by means of the clutch device. In particular, the clutch device can be continuously adjusted from fully engaged to fully disengaged. In particular, the clutch direction is continuously variable. In particular, the power flow can be changed even when the drive motor is running and / or during movement of the steering unit.

[0087] The coupling device can be connected in series between the drive device and the steering unit and / or in series between the drive device and a vehicle-side torque support (in particular an abutment structure). In particular, the frictional connection between the drive device and the steering unit and / or between the drive device and its torque support can be varied by means of the coupling device.

[0088] In particular, the powertrain comprises at least one torque support. In particular, the powertrain is connected to an abutment structure on the vehicle side to support the torque occurring in the powertrain. In particular, the steering input device comprises at least one abutment structure. The abutment structure serves in particular as a torque support or is part of such. In particular, the abutment structure is firmly connected to the body or is part of the body. The components of the powertrain can each be supported directly or indirectly (in particular via adjacent components) on the abutment structure.

[0089] The drive motor comprises, in particular, at least one stator and at least one rotor rotatably mounted relative to the stator. In particular, the torque support of the drive device is provided via the stator. For this purpose, the stator can be supported (attached) on the vehicle side, in particular on the abutment structure or on the steering unit. The rotor is coupled, in particular, to the transmission device and / or the clutch device in order to drive them. A similar arrangement is also possible, in which the stator and rotor are interchanged.

[0090] The drive motor comprises, in particular, at least one electric motor or is designed as such. The drive device can also comprise two or more drive motors. The drive device can also serve to return the steering unit to a home position. The drive motor is, in particular, electric and, for example, designed as an electric motor. The electric motor can be a disc rotor, traveling wave motor, or axial flux motor. Other types of electric drives are also possible. Additionally or alternatively, the drive device can also comprise at least one energy accumulator and, for example, a spring or the like, in particular for resetting.

[0091] In particular, the steering unit is directly or indirectly coupled to (only) one of the at least two clutch components for transmitting the torque. For this purpose, the steering unit can be coupled to the clutch component directly and / or via the drive device and / or via a steering shaft rotatable by means of the steering unit. The steering unit is, in particular, connected in a rotationally fixed manner to the clutch component and / or to the steering shaft. It is possible for one of the clutch components to be integrally connected to the steering shaft.

[0092] The applicant reserves the right to claim a steering input device for controlling a simulator device (e.g., for gaming or for a gaming steering wheel...) or a computer simulation. In this case, the steering input device is designed, in particular, as previously described for the steering input device according to the invention.

[0093] The steering input device, preferably the transmission device, comprises in particular at least one housing device. The housing device preferably has at least one fastening means for (rotationally fixed) attachment to the abutment structure and / or to the steering unit. In particular, the coupling components and / or the steering shaft are rotatable relative to the housing device. In particular, the coupling components and / or the steering shaft are mounted directly or indirectly on the housing device. In particular, the drive device and preferably the drive motor are fastened to the housing device. In particular, the housing device serves as a torque support for the drive device. In particular, the coupling device and / or the drive device is at least partially housed in the housing device.

[0094] It is possible and advantageous for the emergency shutdown device, preferably its auxiliary electrical coil device and / or remanence device, to be supplied with electrical energy via the housing device. It is possible for at least one electrical energy storage device for the emergency shutdown device to be accommodated in the housing device. In particular, the emergency shutdown device is at least partially accommodated in the housing device.

[0095] The coil receptacle can each have at least one separate receiving space for the coil device and the additional coil device of the emergency protection device. The receiving spaces are, in particular, spatially separated. In particular, at least one partition wall is arranged between them, which is preferably designed to be magnetically conductive. It is also possible and advantageous for the coil receptacle to have at least one common receiving space for the coil device and the additional coil device.

[0096] The coil device and the additional coil device can be wound axially next to one another in the common receiving space or wound coaxially to one another. For example, the additional coil device is then arranged radially on the inside and enclosed by the coil device in the circumferential direction. A reverse arrangement is also possible. It is also possible and advantageous for the coil device and the additional coil device to be wound one inside the other in the common receiving space. The electrical conductors in the coils are then arranged intermixed, so to speak. In a particularly advantageous development, the coupling components are accommodated so as to be rotatable relative to a stationary component. In particular, the steering input device comprises at least one stationary component. The stationary component in particular provides the at least one coil receptacle for the coil device and / or the additional coil device.In particular, the coil device and / or the additional coil device are then not mounted on the clutch components. In particular, the coil device and / or the additional coil device are then mounted exclusively on the stationary component. The effective gap is then preferably formed (as viewed in the radial direction) between the rotating components. The stationary component is preferably arranged coaxially on the inside relative to the clutch components. However, it is also possible and advantageous for the stationary component to be arranged coaxially on the outside relative to the clutch components.

[0097] In particular, the coupling component arranged between the stationary component and the other (outer) coupling component (the so-called inner coupling component) is coupled to the drive device. The inner coupling component can be driven directly or indirectly (for example, via the transmission device) by the drive device. In particular, the worm wheel is connected in a rotationally fixed manner to the inner coupling component. In particular, the stationary component or the outer coupling component is coupled (rotatably) to the steering unit. Then, the outer coupling component or the stationary component is preferably attached to the abutment structure.

[0098] Further advantages and features of the present invention will become apparent from the embodiments which are explained below with reference to the accompanying figures.

[0099] Therein show: Figure 1 a purely schematic representation of a steering input device according to the invention;

[0100] Figures 2 - 9 are purely schematic representations of further steering input devices according to the invention;

[0101] Figure 10 is a purely schematic detailed representation of a steering unit of the steering presetting device;

[0102] Figure 11 is a purely schematic representation of another steering input device according to the invention in a perspective view;

[0103] Figure 12 shows the steering control device of Figure 11 in a sectional side view; and

[0104] Fig. 13-18 Further developments of the steering input device of Figure 11 with an emergency safety device in a sectional side view;

[0105] Figure 19 is a purely schematic detailed representation of a coupling device for the steering input device in a sectional side view;

[0106] Figure 20 shows a further coupling device in a sectional side view;

[0107] Fig. 21-22 Detailed representations of embodiments of the coupling device according to Fig. 20;

[0108] Figure 23 shows a further coupling device in a sectional side view; and

[0109] Fig. 24 -25 purely schematic representations of further steering input devices according to the invention in a sectional side view.

[0110] Figure 1 shows a steering input device according to the invention

[0111] 300 for controlling a vehicle 330, only partially shown here, according to the steer-by-wire concept. For this purpose, a steering unit 301, designed here as a steering wheel 311, is electrically or electronically connected to an actuator device 307. The actuator device 307 can, for example, adjust one or two or more wheels of the vehicle 330 and thereby convert the steering movement executed by the steering unit 301 into a vehicle movement. The steering input device 300 is operated here according to the method according to the invention. The dimensions or ratios here and in the other figures are purely schematic and, in particular, not drawn to scale for reasons of visibility.

[0112] The movement or position of the steering unit 301 and / or the torque is detected here with a sensor device 70, for example, with a rotation angle sensor or torque sensor, or a combination of both. Depending on a sensor signal from the sensor device 70, the steering movement is then implemented accordingly with the actuator device 307. Such a sensor device 70 is preferably also provided in the embodiments described below.

[0113] The steering command device 300 shown here can also be equipped with a steering unit 301 designed as a handlebar, steering wheel, joystick, or the like. The actuator device 307 is designed accordingly for the respective steering unit and is then used, for example, to actuate the tail unit of an aircraft or the rudder of a ship. Likewise, the steering command devices 300 shown here can also be designed to control a simulator or a computer simulation. The steering command devices 300 presented here therefore do not necessarily have to be operatively connected to an actuator device 307, which serves to control a real vehicle 330. In a simulator, the actuator device 307 can be omitted entirely, for example. Instead, the signals from the steering command device 300 are converted into a simulated or virtual scenario. A steering unit 301 designed as a control horn 331 is shown in Figure 10.The steering control devices 300 presented here can be equipped with such a control horn 331 instead of the steering wheel 311, for example for controlling an aircraft.

[0114] The steering unit 301 is integrated into a powertrain 310, which also includes a drive device 302 with an electric drive motor 312 and a magnetorheological coupling device 1. The drive device 302 serves to generate a torque acting on the steering unit 101 (force feedback), so that the steering unit 101 can be actively rotated to the right or left. With the drive device 302 and the coupling device 1, forces can be simulated when the steering unit 301 is moved, such as those that would be felt on the steering unit 301 with a mechanical steering system (haptic feedback).

[0115] The clutch device 1 is connected in series with the drive device 302 in the power train 310 in order to be able to specifically change the power flow between the drive device 302 and the steering unit 301. Thus, the torque that can be transmitted from the drive device 302 to the steering unit 301 can be specifically adjusted by means of the clutch device 1. For this purpose, the clutch device 1 comprises two clutch components 2, 3 that can be rotated relative to one another, between which a circumferential gap 5 (can also be referred to as the effective gap; not drawn to scale for clarity) is formed.

[0116] A magnetorheological medium 6 is arranged in the gap 5. The medium 6 can be specifically influenced by means of an electrical coil device 26. For this purpose, the coil device 26 generates, for example, a magnetic field in a magnetic circuit. Depending on the influence on the medium 6, the mobility and the torques or (radial) forces to be transmitted in the effective gap of the clutch components 2, 3 change. For example, the frictional connection between the clutch components 2, 3 is increased if a stronger magnetic field is generated in the magnetic circuit and thus in the gap 6 using the electrical coil device 26. The relative mobility and the torques to be transmitted of the clutch components 2, 3 can be adjusted here from "freely rotatable" to "blocked" or from large slip to small slip. The blocking relates, for example, to the operating forces or forces to be expected on the steering unit 301.on the forces to be expected when supporting the steering unit 301 (operating forces = force at a specific diameter of the steering wheel or on the steering wheel rim or at the operating point. Operating force x distance from the center of rotation = operating torque / force feedback).

[0117] The clutch device 1 is optimized with regard to the electric coil (low inductance; wire cross-section...), the magnetic circuit (large cross-sections, short magnetic circuit lengths, good transitions...), the materials used (materials with very good magnetic conductivity and low residual magnetic field...), and the operating principle (radial transition; > 50% carbonyl iron powder) and a boost circuit to achieve switching times of < 50 ms (milliseconds), preferably < 20 ms, and particularly preferably < 10 ms. Switching time means: the time between the OFF state (switched off) until 90% of the maximum transmittable torque is reached / applied.

[0118] In the example shown here, the clutch device 1 is arranged between the steering unit 301 and the drive device 302 in the powertrain 110. The steering unit 301 is connected to the clutch component 3 via a steering shaft 322 in a rotationally fixed manner. The clutch component 2 is connected to the drive device 302 in a rotationally fixed manner. Thus, the clutch component 2 can be actively rotated, for example, by the drive motor 312.

[0119] The drive device 302 is attached here to an abutment structure 313 of the vehicle 330. The abutment structure 313 is, for example, part of a vehicle body. The abutment structure 313 serves here as a torque support 303 for the drive device 302. Depending on how the frictional connection between the clutch components 2, 3 is set, the torque coming from the drive device 302 is transmitted to the steering unit 101 completely, to a certain extent, or not at all.

[0120] With the coupling device 1, a manual movement of the steering unit 301 can be subjected to a torque or braking torque that counteracts the movement. The braking torque is adjusted via the frictional connection between the two coupling components 2, 3. When the steering unit 301 is moved together with the coupling component 3, the coupling component 2 is supported on the drive device 302. The drive device 302 thus serves as a torque support 303 for the coupling device 1.

[0121] The serial integration of the clutch device 1 into the power train 310 enables particularly precise and sensitive steering haptics to be implemented. On the one hand, the clutch device 1 can couple the drive torque of the drive device 302 into the power train 310 in such a way that it is available for active movement or as a counter-torque on the steering unit 301. On the other hand, the clutch device 1 can specifically compensate for the often very rough control behavior of the drive device 302 and, for example, superimpose its own braking torques. This is considerably more economical and, at the same time, more reliable than the use of motors with finer control behavior. At the same time, the serial connection offers a structurally uncomplicated and very fail-safe integration of the drive torque of the drive device 302 into the power train 310.

[0122] When the clutch components 2, 3 are coupled with the maximum frictional connection, the possible braking torque also depends on the torque support 303 of the drive device 302. This torque support 303, in turn, depends on the torque that the drive motor 312 can generate. When the drive motor 312 is switched off or in the event of a malfunction, the torque support 303 then corresponds, for example, to a base torque of the drive motor 312. This is, in itself, reliable and satisfactory.

[0123] In order to provide a particularly strong and even more reliable torque support 303 for the coupling device 1, the steering input device shown here

[0124] 300 can be equipped with a self-locking gear device 304 in a further development. The gear device 304 is, for example, part of the drive device 302 and is connected between the drive motor 312 and the clutch device 1. Such a self-locking gear device 304 is presented in more detail with reference to the following figures.

[0125] The self-locking gear mechanism 304 can receive torque from the drive motor 312 and transmit it to the clutch component 2. However, the gear mechanism 304 cannot transmit the torque from the clutch component 2 to the drive motor 312 and thereby move it.

[0126] The steering presetting device 300 can be equipped with a fault protection device 305, so that the steering unit

[0127] 301 is not blocked in the event of a malfunction and cannot be moved without resistance. Such a malfunction protection device 305 can also be provided in the other embodiments of the steering input device 300 shown here.

[0128] The steering preset device 300 shown here is equipped with various configurations of the failure protection device 305, which can be provided alternatively or in addition to one another. For example, in the event of a failure, the coupling components 2, 3 are mechanically coupled to one another by means of a safety bolt 315. To move the steering unit 101, the basic torque of the drive motor 312 must then be applied, for example. In this case, in particular, no self-locking gear device 304 is provided.

[0129] Alternatively or additionally, the failure protection device 305 can comprise a permanent magnet device 325. This uses a permanent magnet to generate a magnetic field in the gap 5. This influences the medium 6 in such a way that the mobility of the coupling components 2, 3 is braked with a defined torque. During normal operation, the magnetic field of the permanent magnet device 325 is then superimposed and weakened or even eliminated by a corresponding magnetic field of the coil device 26. In addition to or alternatively to a permanent magnet, the permanent magnet device 325 can also be provided by a remanence device. This can magnetize a component in such a way that the component provides a magnetic field even without an additional power supply.

[0130] Alternatively or additionally, the failure protection device 305 can comprise an electrical energy storage device 335, which ensures a power supply to the clutch device 1 and, for example, its coil device 26 in the event of a failure. Alternatively or additionally, the energy storage device 335 can also provide the power for the remanence device or for an actuator for the safety bolt 315.

[0131] Preferably, the components of the coupling device 1 through which the magnetic field extends during operation are made of a material with good magnetic conductivity and a particularly low residual field (close to zero), and in particular, with no residual field (no residual magnetism - no magnetism remains in the magnetic circuit). For example, silicon steel and / or a soft magnetic cobalt-iron alloy (such as Vacoflux, a 17% or 49% cobalt-iron alloy) are used for this purpose. These materials can be used in solid or massive form or in powder form (e.g., for sintering).

[0132] The steering control device 300 can be equipped with a steering lock 306, which is designed as an exit aid. This allows a person to support themselves on the steering unit 301 when exiting or entering the vehicle. Such a steering lock 306 can also be provided in the embodiments described below.

[0133] For example, the steering lock 306 includes a blocking device 316. The blocking device 116 is attached to a support structure of the vehicle 330 (not shown in detail here) and can positively block the mobility of the steering unit 301 from there. Thus, the steering lock 306 acts independently of the coupling device 1.

[0134] However, the steering lock 306 can also be provided by the clutch device 1. For this purpose, it can, for example, transmit a torque of more than 25 Newton meters. The steering lock 306 can also be provided by the previously described emergency protection device 305.

[0135] Figure 2 shows a particularly compact design of the steering input device 300 with a self-locking gear device 304 with a drive member 314 and an output member 324. The clutch components 2, 3 are arranged coaxially with one another here. The radially outer clutch component 2 is rotationally fixedly coupled to the output member 324. The essential basic structure of the clutch device 1 is preferably as described with reference to Figure 1.

[0136] The gear mechanism 304 here is a worm gear 334. The drive member 314 is designed as a worm shaft 354 and is driven directly by the drive motor 312. For this purpose, the worm shaft 354 is, for example, firmly connected to a (rotor) shaft of the drive motor 312 or designed as such. The output member 324 is designed as a worm gear 344 and meshes with the worm shaft 354.

[0137] The drive motor 312 is attached to the abutment structure 313 for torque support 303. The worm gear 344 is connected here in a rotationally fixed manner to the coupling component 2. This allows the drive motor 312 to actively rotate the coupling component 2. The coupling component 3 is connected in a rotationally fixed manner to the steering unit 101. Due to the self-locking, the coupling component 2 is supported here in a rotationally fixed manner on the worm gear 334 when a torque is introduced from the direction of the steering unit 301. The frictional connection between the coupling components 2, 3 is then adjusted such that the steering unit 301 is braked with a desired braking torque or such that a desired drive torque is applied to the steering unit 301.

[0138] Figure 3 shows an embodiment of the previously described steering input device 300 that requires particularly little installation space. For this purpose, the radially outer clutch component 2 is designed here as a worm gear 344 or arranged coaxially inside the worm gear 344. This enables a particularly compact and short design of the power train 310.

[0139] The steering input device 300 shown in Figure 4 is equipped with a drive device 302 with two drive motors 312. A torque support 303, for example, the abutment structure 313, is provided for both drive motors 312. Each drive motor 312 is assigned a drive member 314, which is designed here as a worm shaft 354. Both drive members 314 drive the same output member 324, which is designed as a worm gear 144. The radially outer coupling component 2 is designed as the worm gear 344 or is arranged radially inward thereof.

[0140] Figure 5 shows a steering preset device 300 according to the invention, in which the clutch device 1 is connected in series at a different position in the powertrain 310 than previously described. The drive device 302 is arranged both functionally and spatially between the clutch device 1 and the steering unit 301 in the powertrain. The clutch component 2 for torque support 303 is non-rotatably attached to the abutment structure 313. A torque measuring unit could measure the reaction torque between the clutch component 2 and the torque support 303 (e.g., strain gauge, torque sensor, etc.).

[0141] The coupling component 3 serves here as a torque support 303 for the drive device 302. The drive motor 312 of the drive device 302 is firmly coupled to the steering unit 301 and drives it. For example, the drive motor 312 is attached with its stator to the steering unit 301 and with its rotor to the coupling component 3. The drive device 302 is essentially provided here by the drive motor 312. However, the drive device 302 can also be equipped with, for example, a self-locking gear device 304. The mode of operation is then, for example, analogous to the mode of operation shown in Figure 6.

[0142] Figure 6 shows a very compact design of the steering input device 300. The basic interconnection of the powertrain 310 is analogous to the interconnection shown in Figure 5. The drive device 302 is arranged between the clutch device 1 and the steering unit 301 in the powertrain 310.

[0143] The radially inner coupling component 3 serves as a torque support 303 and is connected to the abutment structure 313. For this purpose, the coupling component 3 is attached to the abutment structure 313, for example, via a stub axle.

[0144] The radially outer clutch component 2 is designed as a worm gear 344 or is arranged radially within one. The drive motor 312 is attached to the steering unit 301 and drives a worm shaft 354, which meshes with the worm gear 344. When the steering unit 301 is driven by the drive motor 312, it rotates relative to the clutch component 2. If the drive motor 312 is inactive, the self-locking gear device 304 prevents rotational movement of the clutch component 2 and the worm gear 344 relative to the steering unit 301. The braking torque can then be generated solely with the clutch device 1.

[0145] The steering unit 101 here provides a receiving space 321 in which the drive device 302 together with the drive motor 312 and the transmission device 304 is housed. In addition, the radially outer clutch component 2 is arranged entirely in the receiving space 321. The radially inner clutch component 3 is here partially housed in the receiving space 321. In an advantageous embodiment, the clutch component 3 can also be arranged entirely in the receiving space 321.

[0146] In the steering control device 300 shown in Figure 7, the steering unit 301 can be retracted during autonomous driving. For this purpose, the steering shaft 322 is designed as a positive-locking sliding shaft, in which, for example, two shaft parts can be telescoped into one another.

[0147] The drive device 302 and the coupling device 1 are arranged here within or below a cockpit structure 340, in which the instrument panel 320 is also arranged. The drive device 302 and the coupling device 1 are located in the forward direction of travel and partially below the instrument panel 320. For example, the drive device 302 and the coupling device 1 are arranged in the region of a bulkhead 323. The bulkhead 323 can serve as an abutment structure 313.

[0148] As a result, they are spaced far enough from the steering unit 101 to allow sufficient space for retracting the steering unit 301 during autonomous ferry operation. Furthermore, the steering unit 301 can be pulled away from the driver's seat particularly safely in the event of an accident, since the drive device 302 and the coupling device 1 do not have to be moved.

[0149] Figure 8 shows an embodiment of the steering input device 300 in which the drive motor 312 is attached to the abutment structure 313 and directly drives the coupling component 2. For example, an external toothing is applied to the coupling component 2, and the drive motor 312 has a matching gear. The drive motor 312 can be with or without a reduction gear. Two or more drive motors 312 can also be used (redundancy; identical parts for higher torque).

[0150] Figure 9 shows an embodiment of the steering input device 300, the basic structure of which is analogous to the steering input device 300 shown in Figure 8. However, the drive motor 312 here drives the clutch component 2 via a belt drive with a belt 332. As an alternative to the belt drive, another type of transmission can also be provided. The other clutch component 3 acts directly on the steering shaft 322.

[0151] In the steering preset devices 300 shown here, the clutch device 1 is controlled, for example, in such a way that the power flow between the drive device 302 and the steering unit 301 can be changed while the drive device 302 actively moves the steering unit 301 or while the drive device 302 actively pushes against a manual movement. In this way, the drive torque of the drive motor 312 is engaged or disengaged particularly smoothly and can also be varied in a targeted manner. Overall, the steering behavior can be influenced much more precisely and quickly.

[0152] The power flow between the drive device 302 and the steering unit 301 can also be varied, while the drive device 302 supports the torque of a manual movement of the steering unit 301 with the self-locking gear device 304. Thus, the steering unit 301 can be braked more or less strongly without the drive motor 312 having to be active. This saves energy.

[0153] For exceptional steering precision and to save energy, the clutch device 1 only establishes the power flow between the drive device 302 and the steering unit 301 when the drive motor 312 has reached a minimum speed. For example, the drive motor 312 is started without any frictional connection between the clutch components 2, 3 (i.e., with the clutch disengaged). After reaching a certain speed, the frictional connection between the clutch components 2, 3 is then slowly increased or immediately set to a maximum value.

[0154] In addition, the power flow can be controlled with the clutch device 1 in such a way that torque fluctuations and speed ripples of the drive motor 312 are compensated. For this purpose, the frictional connection between the two clutch components 2, 3 can be continuously increased and decreased while the drive motor 312 is running, so that the transmittable torque can be specifically adjusted and fluctuations can be compensated.

[0155] When the drive motor 312 is active, for example, the maximum frictional connection between the clutch components 2, 3 can be adjusted, thus transmitting the maximum transmittable torque to the steering unit 101. When the drive motor 312 is running, the frictional connection between the clutch components 2, 3 can also be separated considerably more quickly than would be possible with a speed adjustment of the drive motor 312.

[0156] In addition, haptic feedback can be generated by deliberately changing the force connection between clutch components 2 and 3. This feedback can be felt, for example, as a vibration in the steering wheel. This can alert the driver to unfavorable driving, a dangerous situation, or detected fatigue, for example.

[0157] The power and signal supply to the coupling device can be via, but is not limited to, cables, slip rings, coil springs, radio or inductive.

[0158] Figures 11 and 12 show an embodiment of the steering input device 300 according to the invention with a gear device 304 designed as a worm gear 334. The worm gear 334, the drive device 302 (in particular its drive motor 312), and the clutch device 1 are housed in a common housing device 364. The functional interconnection of the individual components is essentially analogous to the diagram shown in Figure 3. The embodiment shown here has the advantage of being particularly compact and, at the same time, can be installed very easily in a vehicle 330.

[0159] The steering shaft 322 is rotatably received in the housing device 364 and extends out of the housing device 364 so that, for example, the steering unit 301 (not shown here) can be attached thereto. The housing device 364 can be mounted and non-rotatably supported on the abutment structure 313 (not shown here) of the vehicle 330 using appropriate fastening means 374. Alternatively, the steering input device 300 can be installed in a vehicle 330 analogously to the diagram shown in Figure 6. The steering unit 301 is then non-rotatably mounted on the housing device 364 using the fastening means 374. The steering shaft 322 is then non-rotatably connected to the abutment structure 313. In both cases, only the electrical or electronic connection must be established in order to install the steering input device 300 during vehicle assembly.

[0160] The housing device 364 here comprises two interconnected housing units 364a, 364b. This facilitates assembly and allows easy access for maintenance work. In the exemplary embodiment, the housing device 364 comprises a fastening ring 364c having an external thread for fastening the housing unit 364b to the housing unit 364a having an internal thread. In the exemplary embodiment, the fastening ring 364c has bores 364d for assembly with a face wrench. Other generally known fastening types for connecting the housing unit 364b to the housing unit 364a are also conceivable and possible. However, the housing device 364 can also be constructed in one piece or equipped with three or more housing units.

[0161] As can be clearly seen in Figure 12, the worm wheel 344 and the worm shaft 354 are located inside the housing device 364. Radially inward of the worm wheel 344 are the coupling components 2, 3 and the gap 5 formed therebetween with the magnetorheological medium 6 (not visible here). To prevent the medium 6 from escaping from the gap 5, a seal 7 is arranged on each of the two axial sides of the second coupling component 3.

[0162] The first clutch component 2 is rotatably mounted on the housing device 364. Two bearings 342, designed, for example, as roller bearings, are provided for this purpose. The steering shaft 322 is rotatably mounted on the first clutch component 2. Two bearings 352, designed, for example, as plain bearings, are provided for this purpose. Overall, therefore, the steering shaft 322 and the clutch components 2, 3 are rotatably mounted in the housing device 364.

[0163] The second clutch component 3 is connected to the steering shaft 322 in a rotationally fixed manner. Thus, the second clutch component 2 is indirectly rotatably mounted on the first clutch component 2 via the steering shaft 322. The clutch component 3 and the steering shaft 322 are integrally formed here. However, it is also possible for the clutch component 3 and the steering shaft 322 to be formed as separate and rotationally fixed components.

[0164] The second coupling component 3 here comprises a disk element 13 and a coil receptacle 23 formed radially on the outside of the disk element 13. The coil device 26 for influencing the magnetorheological medium 6 is located in the coil receptacle 23.

[0165] The first clutch component 2 here comprises two shell elements 12, 22 and a ring element 32, between which the second clutch component 3 extends. The worm gear 344 is attached to the ring element 32. The worm gear 344 can only be rotated together with the shell elements 12, 22 and the ring element 32.

[0166] When the worm gear 344 is driven and the medium 6 is influenced in such a way that a frictional connection exists between the coupling components 2, 3, the coupling components 2, 3 and the steering shaft 322 as well as the steering unit 301 attached to it also rotate. If a manual force is exerted on the steering unit 301 and the medium 6 is influenced in such a way that a frictional connection exists between the coupling components 2, 3, the first coupling component 2 can be supported on the worm shaft 354 via the worm gear 344 according to the principle of self-locking. Very high forces can then be absorbed, e.g. for an exit aid. In addition, by specifically influencing the medium 6, the frictional connection between the coupling components 2, 3 and thus the mobility of the steering unit 301 can be adjusted from freely rotatable to blocked.

[0167] The power supply to the coil device 26 is provided here, for example, via the steering shaft 322 by means of sliding contacts and / or a clock spring. As an alternative to the arrangement shown here, the coil device 26 can also be fastened to the first coupling component 2 and, for example, to the ring element 32. For example, one of the disk elements 12, 22 is then contacted via sliding contacts and / or a clock spring. It is also possible for the coil device 26 to be arranged on the housing device 364 and to be supplied with power via the latter. Figure 13 shows a further development of the steering input device 300 described with reference to Figures 11 and 12, with a failure protection device 305. Thus, the installation of the failure protection device 305 is also carried out by mounting the housing device 364 and its wiring.The accident protection device 305 here comprises a braking device 400 accommodated in the housing device 364 and having two braking components 402, 403 which can rotate relative to one another. The braking device 400 can therefore also be referred to as an accident brake. A gap 405 is formed between the braking components 402, 403, in which gap a magnetorheological medium (not shown here) is located. The medium can be influenced as required via a coil device 426, so that the braking components 402, 403 can rotate freely or are braked relative to one another. The coil device 426 can also be referred to as an accident coil unit. The gap 405 is sealed by seals 414.

[0168] One brake component 402 is here non-rotatably attached to the housing device 364. Thus, the brake component 402 can be supported on the abutment structure 313 via the housing device 364. The other brake component 403 is non-rotatably connected to the steering shaft 322. The brake component 403 and the steering shaft 322 are rotatably mounted on the brake component 402 and thus also on the housing device 364 via bearings 404.

[0169] The coil device 426 is attached to the braking component 402 and remains fixed to the housing device 364. Thus, it can be supplied with electrical energy, for example, via the housing device 364. Additionally or alternatively, an energy storage device 335 (not shown here) can be accommodated in the housing device 364, which serves to supply the coil device 426.

[0170] The coil device 426 can serve to superimpose a magnetic field on a permanent magnet device 325 (not shown here) or can be part of a remanence device. It is also possible for the coil device 426 to actively generate a magnetic field in the event of a fault and thereby influence the medium in the gap 405 such that the desired braking torque is provided for the fault. In order to be independent of the energy supply of the clutch device 1 or the vehicle 330, the braking device 400 is preferably equipped with its own energy storage device 335.

[0171] Figure 14 shows a further development of the steering input device 300 described with reference to Figures 11 and 12, in which the emergency stop device 305 is particularly advantageously integrated. The coil receptacle 23 is equipped here with two receptacle spaces 23a, 23b. In the receptacle space 23a there is the coil device 26 for the clutch device 1, which functions in terms of the basic principle as previously described in Figures 12 and 13. In the second receptacle space 23b there is the coil device 426 for the emergency stop device 305. In the event of a fault, this coil device 426 provides the magnetic field for generating the desired braking torque.

[0172] By integrating the coil device 426 into the coil receptacle 23, the separate braking device 400 can be dispensed with. The gap 5 of the coupling device 1 also serves as a gap 405 for the emergency stop device 305. The braking components 402, 403, which are shown separately in Figure 13, are provided here by the coupling components 2, 3. The magnetic circuit of the coil device 426 extends through the coil receptacle 23 and from there through the common effective gap 5, 405 and further through the ring element 32.

[0173] In the event of a failure of the coil device 26 or its power supply, the coil device 426 enables the application of a defined braking effect (so-called emergency braking torque). For this purpose, the coil device 426 has its own power supply and is equipped, for example, with an energy storage device (battery, accumulator, capacitor, or the like).

[0174] During normal operation, the coil device 426 can provide additional support to the regular coil device 26, allowing a stronger magnetic field or higher torque to be transmitted as needed. This can be done, for example, if the steering unit 301 is to be locked to hold the vehicle in place when entering or exiting the vehicle.

[0175] Figure 15 shows an integration of the emergency stop device 305, in which both coil devices 26, 426 are housed in a common receiving space 23c of the coil receptacle 23. Here, the two coil devices 26, 426 operate in the same gap 5, 405 and essentially use the same magnetic circuit. Power is supplied via a separate supply line 36, 436. The supply lines 36, 436 exit the steering shaft 322 at opposite axial end faces. This further reduces the probability of a simultaneous failure of both supply lines 36, 436.

[0176] During normal operation, the coil device 26 can be assisted by the coil device 426, thereby increasing the transmittable torque. In the event of a malfunction or failure of the coil device 26, the coil device 426 generates the desired malfunction braking torque, so that the steering unit 301 cannot rotate without resistance and is also not blocked.

[0177] Should the coil device 26 be continuously energized due to a malfunction, a counter-rotating magnetic field can be generated by the coil device 426. As a result, the coil device 426 counteracts the coil device 26 and reduces or eliminates its magnetic field. This reliably prevents a blocked or stiff steering system.

[0178] In the embodiment shown here, the coil devices 26, 426 are arranged axially next to one another in the common receiving space 23c. This eliminates the need for a magnetically conductive section between the two coil devices 26, 426 (as is provided, for example, in the embodiment according to Figure 14). However, it is also possible for the coil devices 26, 426 to be arranged coaxially with one another (for example, analogous to the arrangement shown in Figure 21). It is also possible for the coil devices 26, 426 to be wound one inside the other (similar to the structure shown in Figure 22).

[0179] Figure 16 shows an integration of the emergency braking device 305, in which the emergency braking torque is provided by a magnetic field of a permanent magnet device 325. The permanent magnet device 325 offers the advantage that the magnetic field can be provided completely independently of the power supply in the event of an emergency. Furthermore, the coil device 426 can be omitted. The permanent magnet device 325 is integrated into the coil receptacle 23 here and is arranged, for example, axially next to the coil device 26.

[0180] For example, the permanent magnet device 325 is ring-shaped and equipped with radial polarization (i.e., it is radially magnetized). Other suitable types of magnetization are also possible. The permanent magnet device 325 can also be provided by a remanence device.

[0181] Alternatively or additionally, the permanent magnet device 325 can be arranged on the opposite side of the gap 5, 405 in the coupling component 2 (as shown here in dashed lines). For example, the permanent magnet device 325 can be arranged in the ring element 23 and / or in the worm gear 344.

[0182] The permanent magnet device 325 is designed so that its magnetic field generates a defined braking torque in the event of an emergency. To achieve the lowest possible base torque, the effect of the permanent magnet device 325 is deliberately canceled during normal operation. This is achieved by generating a correspondingly counter-rotating magnetic field using the coil device 26.

[0183] In Figure 17, the accident protection device 305 is equipped with a permanent magnet device 325 and its own coil device 426. This is located in a separate receiving space 23b. With the coil device 426, the magnetic field of the permanent magnet device 325 can be canceled during normal operation or when necessary. It is also possible for the permanent magnet device 325 to support the magnetic field of the coil device 26. The permanent magnet device 325 is ring-shaped here and has an axial polarization (it is axially magnetized).

[0184] Figure 18 shows a variant of the embodiment according to Figure 17, in which the permanent magnet device 325 is designed with a smaller cross-sectional area, so that it is more compact and lighter overall. Due to the smaller cross-sectional area, the permanent magnet device 325 extends only through part of the coil receptacle 23. In order to prevent a magnetic short circuit, a magnetic flux barrier 446 and, for example, an air gap are arranged radially inside the permanent magnet device 325. Without the flux barrier 446, the permanent magnet device 325 would have no effect or insufficient effect in the gap 5, 405.

[0185] Figure 19 shows a clutch device 1 with integrated emergency shutdown device 305, which can be arranged particularly well spatially separated from the drive device 302 and the transmission device 304 in the power train 310. Such steering input devices 300 are shown, for example, in Figures 1 and 2 as well as 5. For example, the clutch component 2 can be coupled in a rotationally fixed manner to the steering unit 301. The clutch component 3 is then coupled to the drive device 302 or the transmission device 304. A reverse connection is also possible.

[0186] Analogous to the previously described clutch devices 1, a gap 5 is also formed here between the clutch components 2, 3 and filled with the magnetorheological medium 6 (not shown). The internally arranged clutch component 3 is equipped with the coil receptacle 23, which here has two receptacle spaces 23a, 23b. The coil device 26 for operating the clutch device 1 is arranged in the receptacle space 23a. The coil device 426 of the emergency shutdown device 305 is located in the receptacle space 23b.

[0187] The braking components 402, 403 of the braking device 400 for the emergency shutdown device 305 are provided here by the coupling components 2, 3. Furthermore, the gap 5 is identical to the gap 405 for the emergency shutdown device 305. The gap 5, 405 is sealed to the outside by a seal 7. The magnetic circuits are shown here in dashed lines.

[0188] The magnetic field for the emergency braking torque is generated by a permanent magnet device 325. To cancel the emergency braking torque during normal operation, the magnetic field of the permanent magnet device 325 is specifically superimposed with a magnetic field of the coil device 426.

[0189] Alternatively, the fault protection device 305 shown here can also be equipped without the permanent magnet device 325. In this case, the fault braking torque is generated by the coil device 426. For this purpose, the coil device 426 is equipped, for example, with its own separate power supply (its own energy storage device and / or separate supply line).

[0190] Figure 20 shows a variant of the coupling device 1 according to Figure 19, in which the coil devices 26, 426 are accommodated in a common receiving space 23c. The coil device 426 can serve to generate the magnetic field in the event of a malfunction. The common magnetic circuit is shown here in dashed lines.

[0191] However, it is also possible for the magnetic field to be provided in the event of a fault by means of a permanent magnet device 325, shown here in dashed lines. In this case, the coil device 426 serves to cancel or weaken the magnetic field of the permanent magnet device 325 during normal operation. The coil devices 26, 426 are each equipped with their own supply line 36, 436. The coil devices 26, 426 are arranged axially next to one another in the receiving space 23c.

[0192] Figure 21 shows an alternative arrangement of the coil devices 26, 426 for the coupling device 1 of Figure 20. A coaxial arrangement is provided here, in which the coil device 26 is located radially outward and the coil device 426 is located radially inward. If necessary, a reverse arrangement can also be provided.

[0193] In Figure 22, the coil devices 26, 426 are wound one inside the other and housed in the common receiving space 23c. The coil devices 26, 426 each have at least one electrically insulated conductor 26a, 426a. During production, both conductors 26a, 426a were wound simultaneously into the receiving space 23c, resulting in the multiple winding shown here.

[0194] Figure 23 shows a clutch device 1 in which the failure protection device 305 has a permanent magnet device 325 arranged radially within the coil device 26. In addition to its function for the clutch, the coil device 26 also serves to weaken or cancel the magnetic field of the permanent magnet device 325 during normal operation. The permanent magnet device 325 is designed here as a ring magnet which extends radially inward only over a portion of the clutch component 3. To prevent a magnetic short circuit, a magnetic flux barrier 446 and, for example, an air gap are formed radially within the permanent magnet device 325.

[0195] The magnetically conductive sections of the coupling components 2, 3 that extend into the gap 5, 405 can be provided with a circumferential contour, resulting in a different gap height in the circumferential direction. For example, a star contour or the like can be provided.

[0196] Figure 24 shows a particularly compact and reliable steering control device 300. The coupling components 2, 3 are arranged rotatably relative to a stationary component 4. The stationary component 4 is non-rotatably attached to the abutment structure 313 and, for example, to the body. The stationary component 4 and the coupling components 2, 3 are arranged coaxially with one another.

[0197] Component 4 is located radially inward and is coaxially surrounded by coupling components 2, 3. The (inner) coupling component 2 is located between the stationary component 4 and the (outer) coupling component 3. A decoupling gap 34 is formed here between the inner coupling component 2 and the stationary component 4.

[0198] The steering unit 301 is here non-rotatably attached to the outer coupling component 3. In an alternative and equally advantageous embodiment, the steering unit 301 can be non-rotatably attached to the stationary component 4, while the outer coupling component 3 is non-rotatably attached to the torque support 303.

[0199] The drive device 302 is connected to the inner clutch component 2 via a gear device 304 designed as a worm gear 334. For this purpose, the worm wheel 344 is connected to the clutch component 2 in a rotationally fixed manner. The self-locking of the worm gear 334 thus acts on the inner clutch component 2.

[0200] The outer coupling component 3 here has a sleeve section 33 and two axial end face sections 43. The component 4 here has a base body 14 and an axial extension 24 for connection to the abutment structure 313. The inner coupling component 2 here has a base body 52 which is equipped with magnetically conductive sections 42. In the area of ​​the conductive sections 42, the gap 5 has a variable gap height in the circumferential direction. For this purpose, the conductive sections 42 are designed, for example, as a star contour or the like. The gap 5 with the magnetorheological medium 6 is located here between the two coupling components 2, 3 and is sealed by means of seals 7.

[0201] The coil device 26 is not arranged on the coupling device 1, but on the stationary component 4. For this purpose, the coil receptacle 23 with the receiving space 23a for the coil device 26 is formed in the base body 14 of the stationary component 4. Since the component 4 is stationary, a reliable power supply to the coil device 26 can be implemented particularly easily and reliably. Sliding contacts or coil springs are not necessary.

[0202] Due to this special arrangement of the coil device 26, its magnetic field extends through the stationary component 4 and through the decoupling gap 34 as well as through the conductive sections 42 of the inner coupling component 2 and further through the gap 5 and finally through the (conductive) outer coupling component 3. The magnetic circuit (shown in dashed lines) thus extends over three components 2, 3, 4 that can be rotated relative to one another and over two gaps 5, 34. The seal 7 arranged on the inner coupling component 2 seals off the gap 5 and the decoupling gap 34 from one another. Apart from the seal 7, the gap 5 and the decoupling gap 34 merge into one another here.

[0203] The steering command device 300 shown here is equipped with a fault protection device 305, which includes an (additional) coil device 426 for providing the fault braking torque. In one variant, the coil device 426 can also be used to amplify the magnetic field of the coil device 26 during normal operation.

[0204] The coil device 426 is also housed in the stationary component 4. For this purpose, a separate receiving space 23b is formed in the base body 14. The coupling component 2 provides the braking component 402, and the coupling component 3 provides the braking component 403. The conductive sections extending axially alongside the coil device 426 can be designed, for example, as a star contour or the like. For this purpose, the gap 405 can have a variable height in the regions of the stationary component 4 adjacent to the coil device 426. This results, for example, in a star contour analogous to the conductive sections 42.

[0205] In the area of ​​the coil device 426, the stationary component 4 and the outer coupling component 3 are located directly opposite each other (there is no inner coupling component 2 between them here). The gap 405 provided for the coil device 426 is located directly between the component 4 and the outer coupling component 3. The gap 405 merges directly into the gap 5, so that, in principle, a common gap 5, 405 is provided for the coupling device 1 and the emergency protection device 305.

[0206] A complex separation of two gaps, each with its own medium, is eliminated. Furthermore, in the event of a failure, the braking effect is generated directly between the outer coupling component 3 (to which the steering unit 101 is attached) and the stationary component 4 (which is non-rotatably attached to the abutment structure 313).

[0207] Figure 25 shows a variant of the steering preset device 300 presented with reference to Figure 24. The emergency safety device 305 is equipped with a permanent magnet device 325 for generating the emergency braking torque. The permanent magnet device 325 is ring-shaped and arranged on the stationary component 4.

[0208] With the coil device 26, the magnetic field of the permanent magnet device 325 can be canceled or weakened as needed. Additionally or alternatively, an additional coil device 426 can also be provided. This is then accommodated, for example, together with the coil device 26 in the receiving space 23a (so-called common receiving space 23c). The winding arrangement can, for example, be designed as described with reference to Figures 20 to 22.

[0209] In one variant, the coil device 426 can generate an opposing magnetic field, which reduces or eliminates the magnetic field of the coil device 26. It is advantageous that the magnetic fields of the coil devices 26, 426 are located in a common magnetic circuit. Thus, the additional coil device 426 can be used to prevent excessive current flow to the coil device 26 in the event of a malfunction.

[0210] Clearly visible here is a channel 44 which is formed in the base body 14 and through which, for example, a supply line 36 of the coil device 26 can be guided.

[0211] List of reference symbols:

[0212] 1 Magnetorheological 315 Safety bolt coupling device 316 Blocking device

[0213] 2 , 3 Coupling component 320 instrument panel

[0214] 4 Component 321 Recording room

[0215] 5 gap 322 steering shaft

[0216] 6 Medium 323 splashback

[0217] 7 Seal 324 Output link

[0218] 12 shell element 325 permanent magnet

[0219] 13 Disc element device

[0220] 14 base body 330 vehicle

[0221] 22 Shell element 331 Control horn

[0222] 23 spool holder 332 belt

[0223] 23a Recording space 334 Worm gear

[0224] 23b Receiving space 335 Energy storage 23c Receiving space 340 Cockpit structure 24 Axle extension 342 Bearing

[0225] 26 Coil device 344 Worm wheel 26a Conductor 352 Bearing

[0226] 32 Ring element 354 Worm shaft

[0227] 33 Sleeve section 364 Housing device

[0228] 34 Decoupling gap 364 a Housing unit

[0229] 36 Supply line 364b Housing unit

[0230] 42 conductive section 364 c fixing ring

[0231] 43 Front section 364 d bore

[0232] 44 Channel 374 Fasteners

[0233] 52 Base body 400 Brake device

[0234] 70 Sensor device 402 Brake component

[0235] 300 Steering input device 403 Brake component

[0236] 301 Steering unit 404 Bearing

[0237] 302 Drive device 405 Gap

[0238] 303 Torque from support 414 Seal

[0239] 304 Gearbox device 426 Coil device

[0240] 305 Fault fuse 426a conductor

[0241] 306 Steering lock 436 Supply line

[0242] 307 Actuator device 446 Flow barrier

[0243] 310 Powertrain

[0244] 311 Steering wheel

[0245] 312 drive motor

[0246] 313 Abutment structure

[0247] 314 drive link

Claims

Claims:

1. Steering control device (300) for specifying a steering movement according to the steer-by-wire concept, comprising at least one power train (310) with at least one movable steering unit (301), in particular a steering wheel (311), and at least one Drive unit (302) with at least one drive motor (312) for generating a torque s acting on the steering unit (301), characterized in that the power train (310) comprises at least one controllable magnetorheological coupling device (1) with at least two coupling components (2, 3) rotatable relative to each other, and that the coupling device (1) is connected in series with the drive unit (302) in the power train (310), and that a torque transmissible between the drive unit (302) and the steering unit (301) can be selectively changed by means of the coupling device (1).

2. Steering control device (300) according to the preceding claim, wherein the steering unit (301) can only be moved together with at least one of the at least two clutch components (2, 3).

3. Steering control device (300) according to one of the preceding claims, wherein the steering unit (301) is actively movable by means of the drive device (302) and wherein the drive device (302) generates a torque for this purpose and wherein the torque transmitted to the steering unit (301) is adjustable by means of the clutch device (1).

4. Steering control device (300) according to one of the preceding claims, wherein a manual movement of the steering unit (301) can be subjected to a torque opposing the movement, and wherein the torque is adjustable by means of the clutch device (1), and wherein the drive device (302) serves as a torque support (303) for the clutch device (1) serves. Steering control device (300) according to one of the preceding claims, wherein the drive device (302) comprises at least one gear unit (304) driven by the drive motor (312) and wherein the gear unit (304) is self-locking, such that the gear unit (304) can receive and transmit a torque from the drive motor (312), but cannot move the drive motor (312). Steering control device (300) according to the preceding claim, wherein the gear unit (304) comprises at least one drive element (314) driven by the drive motor (312), preferably a worm shaft (354), and at least one output element (324) driven by the drive element (314), preferably a worm gear (344), and wherein the The drive member (314) and the drive motor (312) cannot be driven by the output member (324) due to self-locking. Steering control device (300) according to the preceding claim, wherein at least one of the at least two coupling components (2, 3) is rotationally fixed to the output member (324) and is preferably designed as a worm gear (344) or is arranged at least partially radially inside the worm gear (344). Steering control device (300) according to one of the two preceding claims, wherein the coupling components (2, 3) are arranged at least sectionally coaxially to each other and wherein the radially outer coupling component (2, 3) is rotationally fixed to the output member (324). Steering control device (300) according to one of the three preceding claims, wherein the drive device (302) comprises at least two drive motors (312), each of which is connected to a drive member (314). is assigned and wherein the drive members (314) drive the same output member (324). Steering guidance device (300) according to one of the preceding claims, wherein the coupling device (1) is arranged between the steering unit (301) and the drive device (302) in the powertrain (310). Steering guidance device (300) according to one of the preceding claims, wherein one of the coupling components (2, 3) is rotationally fixed to the steering unit (301) and wherein another of the coupling components (2, 3) can be driven by the drive device (302) and wherein the drive device (302) is connected to the vehicle side for torque support (303). Steering guidance device (300) according to one of the preceding claims, wherein the drive device (302) is arranged between the coupling device (1) and the steering unit (301) in the powertrain (310).Steering guidance device (300) according to one of the preceding claims, wherein one of the coupling components (2, 3) is connected to the vehicle side for torque support (303) and wherein another of the coupling components (2, 3) is designed as a torque support (303) for the drive unit (302). Steering guidance device (300) according to one of the preceding claims, wherein the steering unit (301) provides at least one receiving space (321) and wherein the drive unit (302) and the coupling unit (1) are arranged at least partially in the receiving space (321). Steering guidance device (300) according to one of the preceding claims, wherein the drive unit (302) and the coupling unit (1) are arranged at least partially spaced apart from the steering unit (301) such that they are in. Steering control device (300) according to one of the preceding claims, wherein the steering unit (301) is retractable, at least for autonomous ferry operation. Steering control device (300) according to one of the preceding claims, comprising at least one fault protection device (305) which is suitable and configured to apply a targeted torque to the movement of the steering unit (301), at least in the event of a fault of the coupling device (1), so that the steering unit (301) is neither blocked nor can be moved without resistance. Steering control device (300) according to the preceding claim, wherein the fault protection device (305) mechanically couples the coupling components (2, 3) to each other in the event of a fault, so that there is no resistance between the coupling components. (2, 3) a minimum friction occurs and / or the coupling components (2, 3) are connected in a rotationally fixed manner. Steering guidance device (300) according to one of the two preceding claims, wherein the fault protection device (305) comprises at least one permanent magnet device (325) whose magnetic field decelerates the movement of the coupling components (2, 3) with a defined torque and wherein the magnetic field of the permanent magnet device (325) can be reduced and / or amplified in normal operation by an electrical coil device (26). Steering guidance device (300) according to one of the three preceding claims, wherein the fault protection device (305) comprises at least one electrical energy storage device (335) for supplying energy to the coupling device (1) in the event of a fault and wherein the energy storage device (335) comprises at least the Provides energy for an electrical coil assembly (26) for influencing a magnetorheological medium (6). Steering guidance device (300) according to the preceding claim, wherein the energy storage device (355) is arranged within the coupling device (1). Steering guidance device (300) according to any of the preceding claims, comprising at least one controllable steering lock (306) for blocking the movement of the steering unit (301), wherein the steering lock (306) is designed as an exit aid. Steering guidance device (300) according to the preceding claim, wherein the steering lock (306) is provided by the coupling device (1) and wherein the coupling device (1) can transmit a torque of more than 25 Nm for this purpose.Steering guidance device (300) according to one of the two preceding claims, wherein the steering lock (306) comprises a locking device (316) and wherein the locking device (316) is suitable and configured to block the movement of the steering unit (301) independently of the clutch device (1). Steering guidance device (300) according to one of the preceding claims, comprising an actuator device (307) for converting a steering movement executed with the steering unit (301) into a vehicle movement, wherein the steering unit (301) and the actuator device (307) are operatively connected only according to the steer-by-wire concept during normal operation. Steering guidance device (300) according to one of the preceding claims, wherein at least one gap (5) filled at least partially with a magnetorheological medium (6) exists between the clutch components (2, 3). is designed and wherein the medium (6) can be selectively influenced by means of at least one magnetic field generated by an electrical coil assembly (26) in order to adjust the mobility of the coupling components (2, 3). Steering input device (300) according to one of the preceding claims, wherein a switching time of the coupling assembly (1) is less than 10 ms. Steering input device (300) according to one of the preceding claims, wherein a basic torque of the coupling assembly (1) is less than 0.1 Nm. Method for operating a steering input device (100) according to one of the preceding claims, wherein the coupling assembly (1) changes a torque (so-called force flow) transmissible between the drive assembly (302) and the steering unit (301), while the The drive unit (302) actively moves the steering unit (301) and / or supports the torque of a manual movement of the steering unit (301) while the drive unit (302) is operating. A method according to the preceding claim, wherein the clutch unit (1) enables the power flow between the drive unit (302) and the steering unit (301) only after a start-up phase of the drive unit (302) and preferably only when a minimum rotational speed has been reached. A method for operating a steering control device (100) according to one of the two preceding claims, wherein the clutch unit (1) regulates the power flow between the drive unit (302) and the steering unit (301) such that torque fluctuations and / or rotational ripple of the drive unit (302) are at least partially compensated.

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