Device, in particular a steering control unit, with a moveable operating element and an actuator unit, and method for operating a device

Abstract

The invention relates to a device (100), in particular a steering control unit, with a moveable operating element (11) and with an actuator unit (10) for the targeted influencing of the movability of the operating element (11). The actuator unit (10) comprises a magnetorheological braking unit (1) and an electric motor (6). A calibration device (7) is designed and configured to coordinate the braking torque of the braking unit (1) and the torque of the motor (6) as part of an automated calibration routine, and to place the braking unit (1) in a defined test state, and, by means of the motor (6), to generate at least one test torque acting against the braking unit (1) and to register at least one characteristic variable characterising the effect of the test torque on the movability of the operating element (11).

Description

[0001] Device, in particular steering input device, with a movable operating element and an actuator device and method for operating a device

[0002] The invention relates to a device, in particular a steering control device, with a movable control element and with an actuator device for selectively influencing the mobility of the control element. The actuator device comprises at least one magnetorheological braking device and at least one electric motor.

[0003] Such devices can be used in a variety of ways, for example, as a control knob or lever with haptic feedback, or as a steering input device for specifying a steering movement according to the steer-by-wire concept. For example, the brake, together with the motor, simulates feedback that, in conventional steering systems, emanates from the chassis and is felt on the steering wheel.

[0004] High demands are placed on the interaction between the braking system and the motor to ensure precise steering feedback and smooth, harmonious steering behavior. Particularly crucial is the transition from a torque generated by the motor to a braking torque and vice versa. Even small deviations often lead to noticeable discontinuities or sudden changes in rotational resistance during operation.

[0005] A further requirement concerns safety in the event of a malfunction, for example, a power failure or a loss of torque or braking torque (fail-safe scenario). Because there is no longer any resistance to the steering movement, this can lead to an unintentional, sharp steering angle (oversteering). This results in a very dangerous driving situation.

[0006] However, if the steering unit is designed to be mechanically stiff (= high base torque), haptically flawless control during normal operation (active return, etc.) is no longer possible. Only very smooth steering units (preferably < 0.1 Nm base torque for all steer-by-wire steering components) enable haptically sophisticated and harmonious steering movements.

[0007] In contrast, the object of the present invention is to provide an improved device that particularly advantageously fulfills the previously discussed requirements. In particular, it is intended to ensure a precise interaction between the braking device and the motor, reliably and as permanently as possible.

[0008] This object is achieved by a device having the features of claim 1. A method according to the invention is the subject of claim 23. Preferred developments of the invention are the subject of the dependent claims. Further advantages and features of the present invention will become apparent from the general description and the description of the exemplary embodiments.

[0009] The device according to the invention is in particular a steering input device (for inputting a steering command according to the steer-by-wire concept) and has a (manually and / or motor-driven) movable operating element and an actuator device for specifically influencing the mobility of the operating element. The actuator device comprises at least one magnetorheological braking device with at least one electrical coil device. The braking device serves to generate a braking torque acting on the operating element so that the mobility of the operating element can be specifically braked. The actuator device comprises at least one electric motor (electric motor) for generating a torque acting on the operating element so that the operating element can be actively moved. The device comprises at least one calibration device.The calibration device is suitable and designed to coordinate the braking torque of the braking device and the torque of the motor within the framework of an automated calibration routine. The calibration device is suitable and designed to put the braking device into a defined test state and (before, during and / or after) to generate at least one (defined) test torque by means of the motor, which counteracts the braking device. The calibration device is suitable and designed to register (and process) at least one parameter that characterizes the effect of the test torque on the movability of the control element. In particular, the calibration device detects the parameter and / or at least one sensor parameter characteristic of the parameter by means of a sensor device.

[0010] The device according to the invention offers many advantages. A significant advantage is the calibration device with the automated calibration routine. This allows the braking device and the motor to be coordinated precisely and reliably, while also being very inexpensive. For example, an automated, regular, and safe calibration routine is of great importance for a steering input device. A particularly advantageous feature is that the calibration routine can be carried out regularly during operation or as needed, ensuring the desired coordination of the braking device and motor over a long service life of the device. A further advantage is that the calibration device can be integrated into an existing device in a space-saving and structurally inexpensive manner. The calibration device can use existing components to carry out the calibration routine.

[0011] In particular, the defined test state into which the braking device is placed by the calibration device is taken from a group of test states, at least comprising: test state for a fault protection device (in particular with an interruption of the power supply for normal operation); test state for an aging test for a magnetorheological medium of the braking device; test state for determining a cancellation coil current for the (maximum) cancellation of a fault braking torque of a fault protection device (by means of a counter field); test state for detecting an assignment function and preferably a characteristic curve which describes the relationship between a coil current and the braking torque (which can be generated with the respective coil current).

[0012] In an advantageous embodiment, the calibration device is suitable and designed to carry out at least the following steps in this or another (executable) order during the calibration routine and preferably during a test for a fault protection device: Bring the motor to a standstill (speed = 0) or to a test speed. Activation of a test state (for a fault protection device) in which the electrical coil device is in a de-energized state. For the test state, in particular, a fault braking torque is present. In particular, the test state is active while the speed = 0 or while the test speed is set. Control of the motor to generate a test torque. Check whether the test torque is sufficient to set the control element in motion from a standstill or to maintain the test speed. If the

[0013] Test torque is insufficient: (Stepwise) increase the test torque and recheck whether the test torque is sufficient. If the test torque is sufficient: Compare the test torque (which has proven to be sufficient) with a reference torque. If the test torque exceeds (or reaches) the reference torque: Classify the emergency protection as OK. If the test torque falls below the reference torque: Classify the emergency protection as not OK and, in particular, assume a fault. In particular, an error message can be issued and / or the test can be repeated at least once.

[0014] In particular, the reference torque for checking whether the control element can be set in motion from a standstill is different from the reference torque for checking whether the test speed can be maintained. In particular, the selection of the reference torque takes into account whether the test is being performed from a standstill or while the motor is already rotating.

[0015] Preferably, the calibration device is suitable and designed to store the test torque that has proven sufficient (to overcome the effect of the braking device) and, in particular, also exceeds the reference torque, in a memory and to compare the test torques stored in the memory with each other as part of long-term monitoring. In particular, the calibration device can thereby record a trend of a temporal change in the accident braking torque. This allows, for example, a service to be planned or suggested in a timely manner, thus avoiding unexpected downtimes.

[0016] When, in the context of the present invention, reference is made to the storage or registration of a current or a torque or braking torque, this refers to a numerical value (and not to the storage of the current as such).

[0017] It is advantageous and preferred that the calibration device is suitable and designed to carry out at least the following steps in this or another (executable) order during the calibration routine and preferably during a test for the aging of a magnetorheological medium of the braking device: Bring the motor to a standstill (speed = 0) or to a test speed. Activate a test state (for an aging test) in which the electrical coil device is energized with a defined test coil current. In particular, this results in a test braking torque. In particular, the test state is active while the speed = 0 or while the test speed is set. Control the motor to generate a test torque. Check whether the test torque is sufficient to set the control element in motion from a standstill or to maintain the test speed.If the test torque is insufficient: (Step by step) increase the test torque and check again whether the test torque is sufficient. If the test torque is sufficient: compare a test parameter which corresponds to the test torque (which has proven to be sufficient) and / or a parameter calculated from the test torque and e.g. the braking torque, with at least one comparison parameter. If the test parameter exceeds (or reaches) the comparison parameter: classify the condition (aging condition) of the braking device as OK. If the test parameter falls below the comparison parameter: classify the condition (aging condition) of the braking device as not OK and in particular correct the control of the coil device with a compensation parameter and / or assume a fault. In particular, an error message can be output and / or the test can be repeated at least once.

[0018] Preferably, the calibration device is suitable and designed to store the test parameter in a memory and, as part of long-term monitoring, to compare the test parameters stored in the memory with one another. In particular, the calibration device can detect and monitor a trend in the aging of the medium or other signs of wear of the braking device. It is possible and advantageous for the calibration device to increase or decrease the frequency of the tests depending on the trend. Preferably, the calibration device is suitable and designed to determine at least one compensation parameter depending on the test parameter and to control the electrical coil device (in the future) taking the compensation parameter into account. The compensation parameter preferably corrects a relationship between a coil current and the braking torque (generable with the respective coil current).In particular, the compensation parameter ensures that the coil current required for the requested braking torque is increased. To do this, the calibration device can, for example, access a control device that stores the relationship between coil current and braking torque and correct this relationship using the compensation parameter. For example, the compensation parameter can be an absolute value, a factor, or a function.

[0019] The device preferably comprises at least one accident protection device with at least one permanent magnet device. In particular, the permanent magnet device provides a magnetic field which serves to generate an accident braking torque acting on the operating element. The magnetic field of the permanent magnet device acts in particular on the magnetorheological medium of the braking device (arranged in the gap of the braking device). In particular, the magnetic field of the permanent magnet device can be reduced during normal operation by a magnetic counter-field of the electrical coil device, so that the accident braking torque is at least partially canceled. In particular, the counter-field can be generated by controlling the coil device (by the control device and / or the calibration device) with a defined cancellation coil current. Such an accident protection device has the advantage that, despite a power failure orWhen the coil device is de-energized, the control element cannot be rotated without resistance. In particular, the emergency stop device is suitable and designed to apply a targeted emergency braking torque to the movement of the control element, at least in the event of a malfunction of the braking device and / or a malfunction of the motor. As a result, the control element is neither blocked nor can it be moved without resistance.

[0020] It is preferred and advantageous that the calibration device is suitable and designed to set a plurality of different counter-field coil currents during the calibration routine and preferably during a test to determine the cancellation coil current and to iteratively determine and register a test torque for each of the set counter-field coil currents, at which the control element is set in motion from a standstill or at which the test speed is maintained. In particular, the calibration device is suitable and designed to determine the counter-field coil current at which the lowest test torque is present from the set counter-field coil currents and the test torques registered for each of them, and to register this counter-field coil current as the cancellation coil current.In particular, the cancellation coil current corresponds to a counter-field coil current at which the accident braking torque is maximally reduced or eliminated. In particular, the lowest determined test torque is assumed to be the maximum reduction of the accident braking torque. A (maximum) cancellation is understood to mean, in particular, the greatest possible cancellation that can be implemented under normal operating conditions within the scope of the device and its calibration.

[0021] The calibration device is preferably suitable and designed to register the test torque present at the cancellation coil current as the base torque. For this purpose, the value of the lowest test torque determined during the test to determine a cancellation coil current can be used. However, a further calibration routine can also be carried out in which the (previously determined and recorded) cancellation coil current is set and then the test torque is determined and recorded at which the control element is set in motion from a standstill or at which the test speed is maintained. This test torque is then registered as the base torque.

[0022] In particular, the calibration device provides the cancellation coil current and / or the base torque to the control device. In particular, the control device takes the cancellation coil current and / or the base torque into account when setting braking torques during normal operation. In particular, the control device takes the cancellation coil current and / or the base torque into account when creating and / or adapting the assignment function or the characteristic curve. For example, a required target braking torque is to be set during operation. The control device can then take into account that in order to generate the target braking torque it must set a braking torque which corresponds to the target braking torque minus the base torque. Preferably, the control device can take the cancellation coil current into account when setting the coil current for the purpose of generating a target braking torque.

[0023] Preferably, the calibration device is suitable and designed to increase the counter-field coil current step by step starting from an initial value and to determine a test torque for each increased counter-field coil current and to repeat this iteration as long as the determined test torques decrease. Preferably, the calibration device is suitable and designed to end this iteration when a test torque that is higher than the previously determined test torque (defined) is determined at least once. In particular, after the iteration has ended, the lowest test torque is selected from the registered test torques. The counter-field coil current that was set at this test torque is then preferably registered as the cancellation coil current.

[0024] In an advantageous embodiment, the calibration device is suitable and designed to carry out at least the following steps in this or another (executable) order: In particular, setting the initial value of the counter-field coil current to 0 amperes or to another defined initial value. Bringing the motor to a standstill (speed = 0) or to a test speed. In particular, the test state is active while the speed = 0 or while the test speed is set. Controlling the motor to generate a test torque. Checking whether the test torque is sufficient to set the control element in motion from a standstill or to maintain the test speed. If the

[0025] Test torque is insufficient: (Stepwise) increase the test torque and check again whether the test torque is sufficient. If the test torque is sufficient and this is the first test torque determined: Iterate with a defined increase in the counter-field coil current until at least two test torques are available. If the test torque is sufficient and not the first test torque determined: Check whether the test torque is less than a test torque determined immediately before. If the test torque is less than the test torque determined immediately before: Record the value of the test torque and the associated counter-field coil current and iterate at least some of the previous steps of the calibration routine with a defined increase in the counter-field coil current.If the test torque is greater than the test torque determined immediately before: discard the currently determined test torque and use the previously determined one.

[0026] Register the test torque as the (minimum) base torque (of the actuator device) with the associated counter-field coil current as the canceling coil current and end the iteration. In particular, the base torque corresponds to a minimum braking torque that remains when the fault braking torque is canceled (due to the counter-field of the coil device).

[0027] In particular, the base torque and / or the cancellation coil current can be stored in a memory. In particular, the base torque and / or the cancellation coil current can be taken into account when controlling the motor and / or the braking device. For example, a compensation parameter or the like can be determined from the base torque and / or the cancellation coil current. This allows the motor to be controlled, for example, in such a way that the base torque is overcome or imperceptible during normal operation.

[0028] Preferably, the calibration device is suitable and configured to register the cancellation coil current and to at least partially use it to cancel the emergency braking torque during normal operation. The cancellation coil current can be used directly as a setpoint for the coil current. It is also possible for the cancellation coil current to be calculated using a correction parameter to produce a setpoint, and the setpoint then specifies the coil current for generating the opposing field.

[0029] Preferably, the calibration device is suitable and designed to store the cancellation coil current in a memory and, as part of long-term monitoring, to compare the cancellation coil currents stored in the memory with each other. In particular, the calibration device can detect and monitor a trend for the development of the permanent magnet device or other wear phenomena of the braking device.

[0030] In an advantageous and preferred embodiment, the calibration device is suitable and designed to carry out at least the following steps in the calibration routine in this or another (executable) order: Bring the motor to a standstill (speed = 0) or to a test speed. Activate a test state in which the electrical coil device is energized with a defined test coil current so that a defined test braking torque is present. In particular, the test state is active while the speed = 0 or while the test speed is set. Control the motor to generate a test torque. Check whether the test torque is sufficient to set the control element in motion from a standstill or to maintain the test speed. If the test torque is not sufficient: (stepwise) increase the test torque and check again whether the test torque is sufficient.If the test torque is sufficient: Tighten the.

[0031] Test torque s for creating and / or adapting and / or checking an assignment function which describes the relationship between a coil current and the braking torque (which can be generated with the respective coil current).

[0032] By creating or adjusting the assignment function in this way, it can be ensured that the braking system is optimally controlled and can precisely provide the required braking torque during normal operation. At the same time, this allows the braking system and the motor to be optimally coordinated.

[0033] In particular, the creation and / or adjustment and / or verification of the assignment function is based on the assumption that the test coil current can generate a braking torque that at least approximately corresponds to the test torque of the motor. In particular, based on the assignment function, an algorithm stored in the calibration device can be used to calculate which coil current must be set to generate a desired braking torque.

[0034] Preferably, the calibration device is suitable and configured to gradually increase the test braking torque of the electrical coil device and to perform an iteration of at least some of the preceding steps of the calibration routine for each set test braking torque (i.e., for each increase in the test braking torque). In particular, during the iteration, at least the steps for checking whether the test torque is sufficient and the steps provided as a consequence of the check result are repeated. In other words, for each test braking torque used in the test, a test torque is determined at which the control element can be set in motion from a standstill or at which the test speed can be maintained.

[0035] In particular, a test braking torque and an associated test torque are recorded for each iteration. Preferably, the calibration device is suitable and configured to record a plurality of test braking torques and their respective associated test torques and to determine a characteristic curve therefrom. In particular, the characteristic curve describes the relationship between the coil current and the braking torque (generable with the respective coil current). In particular, the characteristic curve is provided to the control device. In particular, the control device can determine from the characteristic curve which coil current is necessary to generate a required braking torque.

[0036] In particular, the iteration continues until a maximum motor torque is reached. It is also possible for the iteration to end before the maximum motor torque is reached. Preferably, the calibration device and / or the control device is suitable and configured to extend the assignment function and / or the characteristic curve using an algorithm such that coil currents can also be calculated that can generate braking torques that are greater than the maximum motor torque. In other words, the algorithm can be used to calculate coil currents that have not been tested or calibrated due to the limited motor power. In particular, the maximum braking torque is higher than the maximum motor torque.

[0037] The calibration device is preferably suitable and designed to store the allocation function and preferably the characteristic curve in a memory and to compare the allocation functions or characteristic curves stored in the memory with each other as part of long-term monitoring. In particular, the calibration device can thereby record a trend of a temporal change in the allocation functions or characteristic curves and perform a condition assessment of the braking system.

[0038] In an advantageous development, the calibration device is suitable and designed to use the assignment function and preferably the characteristic curve to calculate compensation functions. In particular, the calibration device can adapt the assignment function or the characteristic curve to compensate for (functional and / or temporal) changes in the braking system. It is possible and advantageous for the calibration device to use the results of the various tests to calculate the compensation functions.

[0039] In all embodiments, it is particularly preferred that the calibration device is suitable and configured to adjust at least one control variable (e.g., the assignment function and / or characteristic curve) based on the data acquired during the calibration routine. In particular, the control variable is stored in a control device. In particular, the control variable serves to control the actuator device (the braking device and / or the motor). The calibration routines presented here can thus ensure particularly reliably that the control device always controls the braking device with an optimal control variable.

[0040] In particular, the calibration device is suitable and designed to determine the torque provided by the motor using a (motor-specific) assignment function. In particular, the assignment function describes the relationship between a motor current and the torque that can be provided by the motor with the respective motor current. The assignment function can include a torque constant specific to the motor or be provided by such a constant. It is also possible for the calibration device to detect the torque provided by the motor using a sensor device.

[0041] It is possible and advantageous for the calibration device to be suitable and configured to automatically perform the calibration routine depending on a trigger parameter. In particular, the trigger parameter is taken from a group of trigger parameters, including at least: operating state of the device; start and / or termination of an operation and / or function of the device; time; interval; number of operating hours; presence of a fault; command from a control device; input command from a user.

[0042] In particular, the calibration device is suitable and designed to automatically select which test is carried out during the calibration routine depending on the trigger parameter and / or a stored algorithm.

[0043] In a particularly preferred and advantageous development, the device is designed as a steering command device. The steering command device serves, in particular, to specify a steering command according to the steer-by-wire concept. The steering command device is provided, in particular, for a land vehicle and / or a watercraft and / or an aircraft. In particular, the operating element is designed as a steering unit or comprises at least one such unit. Within the context of such a steering command device, the term "operating element" can then preferably be replaced by the term "steering unit." The steering unit can comprise a steering wheel, a steering lever, an operating lever, or another steering handle. The applicant reserves the right to claim such a steering command device.

[0044] Preferably, the calibration device is suitable and configured to perform the calibration routine under the (necessary) condition that a vehicle steerable with the steering input device is in a suitable operating state. In particular, the suitable operating state is taken from a group of operating states, including at least: stationary; vehicle locked; exiting the vehicle; start-up routine running; shutdown routine running; exterior mirrors folded in; charging of an energy storage device; service mode.

[0045] Preferably, the calibration device is suitable and configured to terminate the calibration routine when the vehicle is no longer in the appropriate operating state. It is also possible that the appropriate operating state can only be terminated once the calibration routine has been fully executed. It is possible that a reference to the calibration routine is displayed during the calibration routine.

[0046] In particular, the condition that a suitable operating state must be present is also provided for other embodiments of the device. In particular, the calibration device is suitable and configured to perform the calibration routine under the (necessary) condition that the device is in a suitable operating state.

[0047] In all embodiments, it is preferred that the calibration routine comprises at least one initialization. In particular, the initialization serves to establish operational readiness and / or calibration readiness. In particular, a defined operating state of the actuator device and / or the control device and / or the sensor device is set during the initialization. During the initialization, in particular, the control element is brought into a defined position. In particular, at least the braking device and the motor are initialized. In particular, a defined coil current and a defined motor current are set (can be equal to or unequal to zero). It is possible for an initialization phase to be provided at the start of operation of the device. The initialization of the calibration routine can be integrated into this initialization phase or take place independently of it.It is possible that at least part of the calibration routine is performed automatically during the initialization phase.

[0048] The method according to the invention serves to operate the vehicle component according to the invention or one of its embodiments. In particular, the method is designed such that the device described here can be operated accordingly. In particular, the method is designed such that it can also carry out processes that the calibration device described here can perform. In particular, the calibration device is suitable and designed to carry out the method and in particular its embodiments. In particular, the calibration device is suitable and designed to carry out the steps formulated in a method-like manner within the scope of the present invention. In particular, the calibration device comprises at least one algorithm for carrying out the steps described here.

[0049] In particular, the device comprises at least one sensor device. In particular, at least one characteristic parameter for the coil current and / or the braking torque of the braking device and / or for the motor current and / or the torque of the motor can be detected by means of the sensor device. In particular, the sensor device can comprise at least one characteristic parameter for the torque and / or the rotational speed of the braking device. In particular, the sensor device comprises at least one sensor unit for detecting position information of the operating element and, for example, the angle of rotation and / or the direction of rotation and / or the rotational speed and / or the torque.

[0050] For controlling the braking device and the motor, the device preferably comprises at least one power electronics unit and / or at least one control device (Electronic Control Unit, ECU). In particular, the power electronics unit provides the coil current and / or the motor current. In particular, the power electronics unit is controlled by the control device. In particular, the calibration device is operatively connected to the control device and / or the power electronics unit. In particular, the calibration device can control the power electronics unit and / or the control device in order to supply the braking device with the required coil current and / or the motor with the required motor current for the calibration routine.

[0051] In particular, the calibration device specifies a motor current and / or a motor torque and / or a motor speed for providing the test torque. In particular, the calibration device specifies a coil current and / or a braking torque for providing the test state of the braking device. In the context of the present invention, a coil current or motor current is understood to mean not only a current or a current intensity, but also other parameters characteristic of a power supply. These can be, for example, a frequency of an alternating current or an alternating voltage or the like.

[0052] The device presented here can be designed to operate functions of a vehicle (e.g., rotary actuator with active adjustment by the motor) or of machines or devices (medical devices, computers, game controllers). The device presented here can, for example, be designed as a door drive, brake-by-wire actuator, seat adjustment and / or locking device. In particular, the operating element can then generally be referred to as a movable device element. The device element can, for example, be designed as a lever or a shaft or the like. The applicant reserves the right to claim such a device.

[0053] The braking device comprises, in particular, at least one magnetorheological medium and, in particular, at least two brake components that are movable (rotatable) relative to one another. At least one circumferential gap is formed between the brake components. The magnetorheological medium is arranged at least partially in the gap. A controllable magnetic field can be generated by means of the coil device, which acts on the medium, thereby changing the rotational resistance of the brake components and generating the braking torque.

[0054] It is possible for the accident protection device to comprise at least one electrical coil device. This coil device can be provided in addition to or as an alternative to the permanent magnet device. In particular, the calibration routines presented here can then also be used for this coil device (e.g., the creation and / or adaptation of the assignment function or characteristic curve).

[0055] The accident protection system primarily uses the magnetorheological medium and / or the gap of the braking system. It is also possible for the accident protection system to have its own magnetorheological medium and / or gap. In particular, the calibration routines presented here can then also be used for the magnetorheological medium of the accident protection system (e.g., the aging test).

[0056] Further advantages and features of the present invention will become apparent from the embodiments which are explained below with reference to the accompanying figures.

[0057] Showing:

[0058] Figure 1 is a purely schematic representation of a device according to the invention;

[0059] Figure 2 is a detailed view of the device according to Figure 1 in a section along the line AA; and

[0060] Figures 3-10 are purely schematic diagrams showing the functioning of the calibration device of the device according to the invention.

[0061] Figures 1 and 2 show a device 100 according to the invention with an actuator device 10 for the targeted influencing of the mobility of an operating element 11. The actuator device 10 comprises an (electric) motor 6 and a braking device 1 with two braking components 2, 3 that can be rotated relative to one another. The device 100 is operated here according to the method according to the invention.

[0062] The device 100 is designed here purely by way of example as a steering input device 9 for specifying a steering command according to the steer-by-wire concept. For this purpose, the control element 11 is designed as a steering unit 9 and, for example, as a steering wheel. The design torques for the electric motor 6 are, for example, 0 to 5 Nm; for the braking device 1, for example, 0 to 20 Nm or 0 to 30 Nm.

[0063] The radially outer brake component 3 is rotatably mounted on an axle 22 by means of bearings 26 and is rotationally fixedly coupled to the control element 11. The radially inner brake component 2 is stationary and connected to the axle 22. The axle 22 is connected to a torque support 20 and, for example, to a vehicle body.

[0064] A circumferential gap 5 (so-called active gap) runs between the brake components 2, 3, in which gap a magnetorheological medium 15 is arranged. An electrical coil device 4 can be used to generate a controllable magnetic field. This influences the medium 15 in the gap 5 such that the desired braking effect is generated between the brake components 2, 3. The braking device 1 can be used to specifically brake the control element 11 and provide it with haptically perceptible feedback. The coil device 4 is supplied with electrical energy via a power supply 14 running through the axis 22. The gap 5 is sealed by a seal 25.

[0065] As shown in the detailed illustration in Figure 2, the gap 5 has a gap height that can be varied in the circumferential direction. For this purpose, the inner brake component 2 is equipped with a star contour 12. The star contour 12 has a sequence of elevations and depressions over the circumference. The elevations projecting into the gap 5 can be referred to as magnetic field concentrators. The magnetic field generated by the coil device 4 preferably runs over those areas of the gap 5 that have a smaller gap width (and thus in the area of ​​the magnetic field concentrators). This makes it possible to achieve particularly high braking torques in combination with particularly compact dimensions. The outer brake component 3 here has an inner surface in the shape of a circular cylinder jacket.

[0066] To prevent the operating element 11 from being rotated without resistance in the event of a malfunction, a malfunction protection device 8 with a permanent magnet device 18 designed as a ring magnet is provided. The magnetic field of the permanent magnet device 18 acts on the medium 15 located in the gap 5 and thus generates the malfunction braking torque. During normal operation, the magnetic field of the permanent magnet device 18 is canceled out by a counter magnetic field of the electrical coil device 4. To prevent a magnetic short circuit, an air gap 28 is formed radially inward of the permanent magnet device 18 and serves as a magnetic flux barrier.

[0067] The control element 11 can be actively moved with the motor 6. The motor has a stator 36 rigidly connected to the axis 22 and an external rotor 46. The stator 36 is powered via a three-phase power supply 16 running through the axis 22. The rotor 46 is rotatably mounted on the axis 22 by means of bearings 26.

[0068] The movement or position of the control element 11 is detected here by a sensor device 47 with, for example, a rotation angle sensor 57. The braking device 1 is equipped here with a sensor unit 21 designed as a Hall sensor for measuring the magnetic field in the region of the gap 5.

[0069] The actuator device 502 is controlled and supplied with energy by a control unit 27 (ECU) in combination with a power electronics unit 37, taking the sensor signals into account. An algorithm and, for example, control software for the control unit 27 are stored in a memory 17.

[0070] In order to optimally coordinate the braking device 1 and the motor 6, the device 100 is equipped with a calibration device 7, which can regularly perform automatic calibration routines. For the calibration routine, the braking device 1 is placed in a defined test state. The motor 6 generates a defined test torque, which counteracts the braking device 1. For example, the level of the test torque s at which the braking torque is overcome then provides parameters regarding the state of the braking device 1 and the fault protection 8. These parameters can then be used for calibration.

[0071] The calibration device 7 shown here can, for example: test or determine the emergency braking torque of the emergency protection device 8; determine and calibrate the opposing magnetic field of the coil device 4; perform an aging test for the medium 15 and calibrate the braking device 1 depending on the condition of the medium 15; determine and correct a characteristic curve that describes the relationship between a coil current and the braking torque that can be generated with the respective coil current. Exemplary calibration routines that the calibration device 7 can perform are presented below with reference to Figures 3 to 10. The abbreviations in the figures mean:

[0072] IB: test coil current of braking device 1 currently set for the test condition;

[0073] IßTest : predefined test coil current for the test condition;

[0074] IBS: Coil current to cancel the emergency braking torque or to achieve the minimum braking torque M Bm in (can also be called cancellation coil current);

[0075] I M : current motor current;

[0076] M B : current braking torque (as a function of the coil current IB);

[0077] M B Test_min: pre-defined minimum braking torque (at Ißiest);

[0078] Mßmin : minimum braking torque when the magnetic field of the fault protection 8 is removed (is achieved by energizing the coil device 4 with I BS ) ;

[0079] M M : current motor torque (so-called test torque; as a function of the motor current IM);

[0080] Mßßnax : maximum engine torque;

[0081] M MRef_o : stored reference value for the motor torque (reference torque) which is necessary to overcome the emergency braking torque from standstill;

[0082] M M Ref n : stored reference value for the motor torque (reference torque) which is used to overcome the emergency braking torque at n Tes t is necessary; n: speed measured at the control element 11 (motor 6 and braking device 1 rotate); n Tes t : Specification of the motor speed for the accident braking torque test or for the tests at constant speed (so-called test speed).

[0083] Figure 3 shows the calibration routine for testing the emergency braking torque of the emergency protection device 8. This demonstrates the proper functioning of the emergency protection device 8 in the event of a complete power failure of the motor 6 and the braking device 1, and determines the emergency braking torque.

[0084] The calibration routine is started. Initialization follows: Check whether motor 6 is active and de-energized; check whether coil device 4 is de-energized; initialize sensor device 47.

[0085] An iterative procedure follows: Test torque M M of motor 6 is gradually increased until the sensor device 47 indicates a rotation of the control element 11 (n>0). The torque of motor 6 is adjusted via the motor current. The torque can be monitored, for example, based on a known torque constant (torque dependent on the motor current) of motor 6 or by a separate torque sensor.

[0086] If the motor torque that caused the control element 11 to rotate is greater than the predefined reference torque M MIf Ref o, then the emergency protection 8 is functioning properly and the emergency braking torque has been verified. Otherwise, a fault has occurred and the emergency braking torque is too low. Then, for example, the driver is warned, the fault is recorded, and further travel may be prevented, etc.

[0087] Figure 4 shows a variant of the calibration routine in Figure 3, in which the measurement is not taken from a standstill, but rather the control element 11 is rotated at a defined test speed during the test. For this purpose, the motor speed is set to the test speed n. Tes t and the test torque M M of the motor 6 is gradually increased and adjusted so that the test speed is never constant. If the test torque at which the speed is maintained is greater than the predefined reference torque M M Ref_o, then the fault protection 8 is in order and the fault braking torque is verified. The reference torque M MRet n can be different from M M Ref_o to the variant of Fig. 3, since there measurements are taken from a standstill.

[0088] Figure 5 shows the calibration routine for an aging test of the medium 15. This allows a change in the braking effect of the medium to be detected and specifically compensated, e.g., by a defined increase in the coil current.

[0089] The calibration routine is started. Initialization follows: Check whether motor 6 is active and de-energized; check whether coil device 4 is de-energized; initialize sensor device 47.

[0090] Then, the coil device 4 is placed in the test state and energized with a defined test coil current IBTEST. This generates a (defined) braking torque.

[0091] An iterative procedure follows: Test torque M Mof motor 6 until the sensor device 47 indicates a rotation of the control element 11 (n>0). The torque of motor 6 is adjusted via the motor current.

[0092] If there is a rotation of the control element 11, the test torque M M a test parameter is calculated, which here corresponds to the braking torque M B corresponds to: M B (lBTest). This determines the braking torque resulting from current flowing at Isiest. In principle, this can also be used to calculate the respective braking torque for any coil current.

[0093] The test parameter can be compared with a stored comparison parameter. The comparison parameter is a limit value for a minimum braking torque M BTest min, which must be reached at Isiest. If the test parameter exceeds or reaches the comparison parameter, the aging state of the medium 15 is acceptable. Otherwise, an error has occurred. Subsequently, if necessary, a compensation parameter can be calculated that specifically increases the coil current required for the requested braking torque. The test parameter can be stored in memory 17 for long-term monitoring. This allows the calibration device 7 to monitor a trend in aging or other signs of wear.

[0094] Figure 6 shows a variant of the calibration routine in Figure 5, in which the measurement is not taken from a standstill, but rather the control element 11 is rotated at a defined test speed during the test. For this purpose, the engine speed is set to the test speed n. Tes t and the test torque M Mof the engine 6 is increased step by step and adjusted so that the test speed n Tes t is constant .

[0095] Figure 7 shows the calibration routine for a test to determine the cancellation coil current of the coil device 4. This determines the opposing field coil current with which the effect of the permanent magnet device 18 of the emergency stop device 8 can be compensated or maximally canceled by means of an opposing field. For this purpose, the coil device 4 is supplied with "negative" current in order to be able to cancel the effect of the permanent magnet device 18. When using a separate coil and (emergency) power supply for the emergency stop device 8, this procedure is not necessary.

[0096] The calibration routine is started. Initialization follows: checking whether motor 6 is active and de-energized; checking whether coil device 4 is de-energized; initializing sensor device 47.

[0097] Then the coil device 4 is put into the test state. For this purpose, the counter-field coil current or coil current I B set to 0 amperes so that the coil device 4 is de-energized.

[0098] An iterative procedure follows: Test torque M M of the motor 6 is increased step by step until the sensor device 47 indicates a rotation of the control element 11 (n>0). The torque of the motor 6 is adjusted via the motor current. If a rotation of the control element 11 is present, it is checked whether the

[0099] Test torque is less than a test torque determined immediately before. If it is the first test torque determined, at least one further test torque is determined.

[0100] If the test torque is less than the immediately previously determined test torque, the test torque value and the associated counter-field coil current are recorded. This is followed by an iteration of the corresponding previous steps, each with a defined increase in the counter-field coil current. In other words, as long as the braking effect can be overcome with lower test torques using an increased counter-field coil current, the iterative measurement continues.

[0101] If the test torque is greater than the immediately previously determined test torque, the currently determined test torque is discarded. Increasing the opposing field coil current therefore no longer makes it easier to overcome the braking effect. The previously determined test torque is then recorded as the base torque, with the corresponding opposing field coil current being recorded as the cancellation coil current. The iteration is terminated.

[0102] The cancellation coil current is therefore the coil current I B , where the base torque or a minimum braking torque M Bm in . The data thus obtained can then be stored in the control device 27 and used to control the braking device 1 .

[0103] Figure 8 shows a variant of the calibration routine in Figure 7, in which the measurement is not taken from a standstill, but rather the control element 11 is rotated at a defined test speed during the test. For this purpose, the engine speed is set to the test speed n Tes t and the test torque M M of the engine 6 is increased step by step and adjusted so that the test speed is never constant.

[0104] Figure 9 shows a calibration routine for creating a characteristic curve for braking device 1, which assigns a coil current to each requested braking torque. The characteristic curve can only be recorded up to the maximum motor torque. For ranges above this, extrapolation or another suitable method can be used.

[0105] The calibration routine is started. Initialization follows: Check whether motor 6 is active and de-energized; check whether coil device 4 is de-energized; initialize sensor device 47.

[0106] Then the coil device 4 is put into the test state and with a defined test coil current I B energized, generating a test braking torque. The test coil current can be adjusted to generate the opposing field and start the test from the base torque. The torque M Mof motor 6 is set to 0.

[0107] An iterative procedure follows: Test torque M M of the motor 6 gradually until the sensor device 47 indicates a rotation of the control element 11 (n>0). The torque of the motor 6 is adjusted via the motor current. If there is a rotation of the control element 11, the torque M is calculated from the current motor current IM. M calculated from the torque M M the braking torque is calculated.

[0108] The test braking torque is then increased gradually by increasing the test coil current IB. For each increase in the test braking torque, an iteration of the previous steps is performed. This records a large number of test braking torques and the corresponding test torques, from which the characteristic curve MB (I B ) is determined. The iteration continues until M Max is achieved.

[0109] The characteristic curve can then be made available to the control device 47 for controlling the coil device 4. The characteristic curve can also be used to adapt an existing characteristic curve or to calculate compensation functions. A comparison with historical data to identify trends is also possible.

[0110] Figure 10 shows a variant of the calibration routine in Figure 9, in which the measurement is not taken from a standstill, but rather the control element 11 is rotated at a defined test speed during the test. For this purpose, the motor speed is set to the test speed n. Tes t and the test torque M M of the engine 6 is increased step by step and adjusted so that the test speed is never constant.

[0111] List of reference symbols:

[0112] 1 braking device 19 steering unit

[0113] 2 Brake component 20 Torque support

[0114] 3 Brake component 21 Sensor unit

[0115] 4 coil device 22 axis

[0116] 5 gap 25 seal

[0117] 6 Motor 26 Bearings

[0118] 7 Calibration device 27 Control device

[0119] 8 Disturbs all fuse 28 air gap

[0120] 9 Steering control device 36 Stator

[0121] 10 Actuator device 37 Power electronics

[0122] 11 Control element 4 6 Rotor

[0123] 12 Star contour 47 Sensor device

[0124] 14 Power supply 57 Angle of rotation sensor

[0125] 15 Medium 100 Device

[0126] 16 Power supply

[0127] 17 storage

[0128] 18 Permanent magnet device

Claims

Claims:

1. Device (100), in particular a steering input device (9), with a movable operating element (11) and with an actuator device (10) for the targeted influencing of the mobility of the operating element (11), wherein the actuator device (10) comprises at least one magnetorheological braking device (1) with at least one electrical coil device (4) for generating a braking torque acting on the operating element (11), so that the mobility of the operating element (11) can be specifically braked, and wherein the actuator device (10) comprises at least one electric motor (6) for generating a torque acting on the operating element (11), so that the operating element (11) can be actively moved, characterized by at least one calibration device (7) which is suitable and designed toto coordinate the braking torque of the braking device (1) and the torque of the motor (6) within the framework of at least one automated calibration routine and, for this purpose, to place the braking device (1) into a defined test state and, by means of the motor (6), to generate at least one test torque counteracting the braking device (1) and to register at least one parameter which characterises the effect of the test torque on the mobility of the operating element (11).

2. Device (100) according to the preceding claim, wherein the defined test state of the braking device (1) is taken from a group of test states, at least comprising: test state for a fault protection device (8), test state for an aging test for a magnetorheological medium (15) of the braking device (1), test state for determining a cancellation coil current for canceling a fault braking torque of a fault protection device (8), test state to record an assignment function which describes the relationship between a coil current and the braking torque.

3. Device (100) according to one of the preceding claims, wherein the calibration device (7) is suitable and designed to carry out at least the following steps in this or another order during the calibration routine, preferably during a test for an accident protection device (8): - Bring the engine (6) to a standstill or to a test speed; - activating a test state in which the electrical coil device (4) is in a currentless state; - controlling the motor (6) to generate a test torque; - Check whether the test torque is sufficient to move the control element (11) from a standstill or to maintain the test speed; - If the test torque is not sufficient: Increase the test torque and check again whether the Test torque is sufficient; - if the test torque is sufficient: comparing the test torque with a reference torque; - if the test torque exceeds the reference torque: classify the emergency protection device (8) as OK; - if the test torque falls below the reference torque: classify the emergency protection (8) as not working and in particular assume a fault.

4. Device (100) according to the preceding claim, wherein the calibration device (7) is suitable and designed to store the test torque which has proven to be sufficient in a memory (17) and to compare the test torques stored in the memory (17) with one another as part of a long-term monitoring.

5. Device (100) according to one of the preceding claims, wherein the calibration device (7) is suitable and designed to carry out at least the following steps in this or another order during the calibration routine, preferably during a test for the ageing of a magnetorheological medium (15): - Bring the engine (6) to a standstill or to a test speed; - activating a test state in which the electrical coil device (4) is supplied with a defined test coil current; - Controlling the motor (6) to generate a Test torque s ; - Check whether the test torque is sufficient to move the control element (11) from a standstill or to maintain the test speed; - If the test torque is not sufficient: Increase the test torque and check again whether the Test torque is sufficient; - if the test torque is sufficient: comparing a test parameter corresponding to the test torque and / or a parameter calculated from the test torque and, for example, the braking torque, with a reference parameter; - if the test parameter exceeds the comparison parameter: classify the condition of the braking device (1) as OK; - if the test parameter falls below the comparison parameter: classify the condition of the braking device (1) as not OK.

6. Device (100) according to the preceding claim, wherein the calibration device (7) is suitable and designed to store the test parameters in a memory (17) and to compare the test parameters stored in the memory (17) with one another as part of long-term monitoring.

7. Device (100) according to one of the two preceding claims, wherein the calibration device (7) is suitable and is designed to determine at least one compensation parameter as a function of the test parameter and to control the electrical coil device (4) taking the compensation parameter into account, and wherein the compensation parameter in particular corrects a relationship between a coil current and the braking torque.

8. Device (100) according to one of the preceding claims, comprising at least one accident protection device (8) with at least one permanent magnet device (18), wherein the permanent magnet device (18) provides a magnetic field which serves to generate an accident braking torque acting on the operating element (11), wherein the magnetic field of the permanent magnet device (18) can be reduced in normal operation by a magnetic counter-field of the electrical coil device (4), so that the accident braking torque is at least partially canceled, wherein the counter-field can be generated by controlling the coil device (4) with a defined cancellation coil current, and wherein the calibration device (7) is suitable and designed to, during the calibration routine, preferably during a test for determining the cancellation coil current,to set a plurality of different counter-field coil currents and to iteratively determine and register a test torque for each of the set counter-field coil currents, at which the operating element (11) is set in motion from a standstill or at which the test speed is maintained, and wherein the calibration device (7) is suitable and designed to determine from the set counter-field coil currents and the test torques registered therefor the counter-field coil current at which the lowest test torque is present, and to register this counter-field coil current as the cancellation coil current.

9. Device (100) according to the preceding claim, wherein the calibration device (7) is suitable and designed to increase the counter-field coil current step by step starting from an initial value and to determine a test torque for each increased counter-field coil current and to repeat this iteration as long as the determined test torques decrease and wherein the calibration device (7) is suitable and designed to end this iteration when at least once a test torque increased compared to the previously determined Test torque is determined.

10. Device (100) according to one of the two preceding claims, wherein the calibration device (7) is suitable and designed to carry out at least the following steps in this or another order: - Setting the output value of the counter field coil current to 0 amperes in particular; - Bring the motor (6) to a standstill or to a test speed; ; - controlling the motor (6) to generate a test torque; - Check whether the test torque is sufficient to move the control element (11) from a standstill or to maintain the test speed; - If the test torque is not sufficient: Increase the test torque and check again whether the Test torque is sufficient; - if the test torque is sufficient and it is the first test torque determined: iteration with a defined increased counter-field coil current until at least two test torques are determined; - if the test torque is sufficient and not the first determined test torque: Check whether the Test torque is less than a test torque determined immediately beforehand; - if the test torque is less than the test torque determined immediately before: record the value of the test torque and the associated counter-field coil current and iterate at least some of the previous steps of the calibration routine with a defined increased counter-field coil current; - if the test torque is greater than the immediately previously determined test torque: discard the currently determined test torque and use the previously determined Register the test torque as the base torque with the corresponding counter-field coil current as the cancellation coil current, and end the iteration.

11. Device (100) according to one of the three preceding claims, wherein the calibration device (7) is suitable and designed to register the cancellation coil current and to use it at least partially for the cancellation of the accident braking torque in normal operation.

12. Device (100) according to one of the four preceding claims, wherein the calibration device (7) is suitable and designed to store the cancellation coil current in a memory (17) and to compare the cancellation coil currents stored in the memory (17) with one another as part of long-term monitoring.

13. Device (100) according to one of the preceding claims, wherein the calibration device (7) is suitable and designed to carry out at least the following steps in this or another order during the calibration routine: - Bring the engine (6) to a standstill or to a test speed; - activating a test state in which the electrical coil device (4) is energized with a defined test coil current so that a test braking torque is present; - controlling the motor (6) to generate a test torque; - Check whether the test torque is sufficient to move the control element (11) from a standstill or to maintain the test speed; - If the test torque is not sufficient: Increase the test torque and check again whether the Test torque is sufficient; - if the test torque is sufficient: Use the test torque to create and / or adapt an assignment function that describes the relationship between a coil current and the braking torque.

14. Device (100) according to the preceding claim, wherein the calibration device (7) is suitable and designed to gradually increase the test braking torque of the electrical coil device (4) and to carry out an iteration of at least a part of the preceding steps of the calibration routine for the set test braking torques and thereby to register a plurality of test braking torques and associated test torques and to determine therefrom a characteristic curve which describes the relationship between the coil current and the braking torque.

15. Device (100) according to the preceding claim, wherein the iteration takes place until a maximum engine torque is reached.

16. Device (100) according to one of the three preceding claims, wherein the calibration device (7) is suitable and designed to store the assignment function and preferably the characteristic curve in a memory (17) and to compare the assignment functions or characteristic curves stored in the memory (17) with one another within the framework of long-term monitoring.

17. Device (100) according to one of the four preceding claims, wherein the calibration device (7) is suitable and designed to carry out the assignment function and preferably to use the characteristic curve to calculate compensation functions so that the allocation function or the characteristic curve can be adapted to compensate for changes.

18. Device (100) according to one of the preceding claims, wherein the calibration device (7) is suitable and designed to adapt at least one control variable, preferably an assignment function and / or characteristic curve, on the basis of the data acquired during the calibration routine, wherein the control variable is stored in a control device (20) and serves to control the actuator device (10).

19. Device (100) according to one of the preceding claims, wherein the calibration device (7) is suitable and designed to determine the torque provided by the motor (6) by means of an assignment function which describes the relationship between a motor current and the torque that can be provided by the motor (6) with the respective motor current.

20. Device (100) according to one of the preceding claims, wherein the calibration device (7) is suitable and designed to automatically carry out the calibration routine as a function of a trigger parameter, wherein the trigger parameter is taken from a group of trigger parameters, at least comprising: operating state of the device (1); start and / or end of an operation and / or a function of the device (1); time; interval; number of operating hours; presence of a fault; command by a control device (20); input command from a user.

21. Device (100) according to one of the preceding claims, designed as a steering input device (9) for specifying a steering command according to the steer-by-wire concept, wherein the operating element (11) is designed as a steering unit (19) or at least includes one such.

22. Device (100) according to the preceding claim, wherein the calibration device (7) is suitable and designed to carry out the calibration routine under the condition that a vehicle steerable with the steering input device (9) is in a suitable operating state, wherein the suitable operating state is taken from a group of operating states, at least comprising: standstill; vehicle locked; leaving the vehicle; start routine running; switch-off routine running; exterior mirrors folded in; charging process of an energy storage device; service mode.

23. A method for operating a device (100) according to any one of the preceding claims.

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