Steering control device

Abstract

Disclosed herein is a steering device (1) for a vehicle, the steering device (1) comprising, namely, a hydraulic drive unit (2), a converter unit (3), and an output element (4) configured to apply output torque or output to a steering mechanism, wherein the hydraulic drive unit (2) is fluidly connected to the converter unit (3), thereby allowing the hydraulic drive unit (2) to hydraulically apply pressure to the converter unit (3), the converter unit (3) comprising a piston (3.1) and a transmission unit (3.2), where, when hydraulic pressure is applied to the piston (3.1), the piston (3.1) transmits a piston force to the transmission unit (3.2), and the transmission unit (3.2) applies output torque or output to the output element (4) in accordance with the transmitted piston force, thus the steering device (1). Further disclosures include a steering system and a vehicle.

Description

Technical Field

[0001] The present invention relates to a steering operation device, a steering, and a vehicle.

[0002] As the electrification of the drive unit of road vehicles, especially commercial vehicles, progresses, the electrification of vehicle subsystems such as a steering system having a steerable wheel will also progress. This is because, nowadays, a larger amount of electric power is supplied than in the case of a conventionally driven vehicle, and this electric power is also suitable for the operation of such subsystems. Another factor driving the electrification of subsystems is the increasing legal requirements for CO2 reduction and the realization of driving assistance functions. Therefore, especially in the steering system, development is being carried out towards an electromechanical steering system. However, such an electromechanical steering system has to be designed relatively large in order to apply the required output torque or required output to the steering mechanism, thereby operating the steering and finally turning the steering of the steerable wheel of the vehicle. In order to transmit the required output torque or required output to the steering mechanism, a mechanical coupling part also has to be provided, which makes it difficult to accommodate the electromechanical steering system in the installation space of the vehicle. In addition to the electromechanical steering system, a hydraulic steering system used in a conventionally driven vehicle is also known. Here, the pump connected to the internal combustion engine is continuously operated to generate the required hydraulic pressure, which is incompatible with operating the steering energy-efficiently. This is because the pump is operated even when there is no need to apply an output torque or output to the steering mechanism.

[0003] Therefore, an object of the present invention is to provide a steering operation device, a steering, and a vehicle that can solve at least one of the problems described above.

[0004] This problem is solved by the subject matter of the independent claim. A favorable development is the subject matter of the dependent claim.

[0005] According to the present invention, a steering control device for a vehicle, wherein the following, namely, - A hydraulic drive unit, -Conversion unit, -Having an output element configured to act on the steering mechanism with output torque or output, The hydraulic drive unit is fluidly connected to the conversion unit, allowing the hydraulic drive unit to apply hydraulic pressure to the conversion unit. A steering device for a vehicle is identified in which a conversion unit has a piston and a transmission unit, and when hydraulic pressure is applied to the piston, the piston force is transmitted to the transmission unit, and the transmission unit acts an output torque or output on an output element according to the transmitted piston force.

[0006] The piston of the conversion unit is preferably specified to be subjected to pressure from both sides by a hydraulic drive unit. In this way, it is possible to apply pressure to the piston in both directions, and to act on the output element with output torque or output in a first direction or conversely in a second direction in response to the pressurization. Thus, the output torque or output can be output with different signs.

[0007] The piston is preferably guided in a pressure chamber, and pressurized by pumping a working medium into this pressure chamber. If the piston can be pressurized from both sides, it is advantageous that the pressure chambers guiding the piston are provided on both sides of the piston. In this case, the movement of the piston changes the volume of the two pressure chambers. When the piston moves so that the volume of the first pressure chamber increases, the volume of the second pressure chamber decreases simultaneously.

[0008] The working fluid can be pumped by a hydraulic drive unit.

[0009] Alternatively, an embodiment may be conceivable having a piston designated to be pressurized from one side, thereby guiding a corresponding piston force to the transmission unit. In this case, two pistons may be provided, and pressure is selectively applied to only one of the two pistons in order to generate the required output torque or output.

[0010] The selective pressurization of individual pressure chambers in the steering control device, particularly the conversion unit, can be controlled by valves, and the working fluid is directed to the assumed pressure chambers depending on the valve position. The valves may be part of the drive unit or the conversion unit, or they may be located at the fluid connection between the drive unit and the conversion unit.

[0011] The transmission unit is preferably positioned between the piston and the output element. The transmission unit is particularly used to capture piston force and generate output torque or power from it, which is then applied to the output element. Preferably, a portion of the transmission unit may be integrated with the piston, or may be specified to be coupled with the piston to form a single unit.

[0012] The output element may be configured as a translationally sliding element. However, alternatively, the output element may be configured as a rotatable shaft, or may have a rotatable shaft. The output element may preferably be configured as a Pitman arm, or may have a Pitman arm. The Pitman arm may be coupled to the shaft of the output element.

[0013] The transmission unit may have a transmission device that converts piston force into torque and then applies this torque to an output element. For this purpose, the transmission unit, in particular the transmission device, may have a mechanism configured to convert translational motion into rotational motion. Such a mechanism may have a combination of a pinion and a rack, a lead screw and / or a ball screw drive, the translational side of each mechanism preferably in contact with the piston directly or via an intermediate element, and the rotational side preferably in contact with the output element directly or via an intermediate element.

[0014] Preferably, a portion of the transmission device of the transmission unit may be configured integrally with the piston, or may be specified to be coupled with the piston to form a single unit. In particular, the translationally movable portion of the mechanism may be coupled to the piston, or implemented integrally with the piston. For example, a rack may be coupled to or implemented as part of the piston by having corresponding teeth formed on the piston that engage with a corresponding pinion.

[0015] The steering control device preferably has a module formed by a drive unit. Particularly preferably for this purpose, all elements of the drive unit are mounted on a common support element of the drive unit and / or on a common housing. The common support element may be a base plate to which all elements of the drive unit are coupled. However, alternatively, one of the elements of the drive unit may be specified to function as a common support element to which at least one other element is assembled or mounted. Furthermore, at least one of the elements of the drive unit may be assembled or mounted on another element of the drive unit, and this other element itself may be specified to be mounted on a common support element.

[0016] Such drive units can be advantageously implemented as independent components and independently of the steering control devices disclosed herein and further disclosed, as well as the steering and vehicle described later.

[0017] By implementing the drive unit as a module, it is possible to obtain independent components that facilitate the assembly and disassembly of the steering control device, or the drive unit within the steering control device. This also makes maintenance advantageous, because the steering control device can continue to operate while a second drive unit is used, allowing the drive unit to be removed as a complete component for maintenance.

[0018] The drive unit preferably includes, as an element, a pump for pressurizing the conversion unit. This pump is preferably implemented as a bidirectional pump. This pump may, in particular, be an internal gear pump or a crescent pump, or may be implemented as an internal gear pump or a crescent pump. When the pump is implemented bidirectionally, it is possible to pump the working fluid to another pressure chamber depending on the pumping direction, thereby applying pressure to the piston of the conversion unit from different sides. If the pump is a unidirectional pump, a valve may be provided that is configured to supply the working fluid to one pressure chamber or the other depending on the valve position. Such a valve may be provided when at least two pistons are provided and it is desired to selectively pump the working fluid to the pressure chamber of each piston. Such a pump is preferably in contact with a reservoir for the working fluid. The reservoir may be part of the steering control device.

[0019] Preferably, the pump of the drive unit is provided to be drivable by an electromechanical device, and the electromechanical device is provided as an element of the drive unit. Such an electromechanical device is advantageous in that it allows the steering device to be operated when needed. That is, unlike conventional drive vehicles where the pump is continuously driven by an internal combustion engine rather than by an electromechanical device, here the pump is operated only when it is desired to apply pressure to the conversion unit or piston, thus enabling on-demand operation of the pump. In this way, it is possible to achieve significantly more energy-efficient operation compared to conventionally driven vehicles.

[0020] The drive unit preferably includes a control device as an element configured to drive and control the drive unit, in particular the electromechanical and / or pump, in order to generate pressure. The control device may also be coupled to a support element if the drive unit is implemented as a module, or it may be provided in the housing of the drive unit.

[0021] However, in addition to this implementation, the control device may be provided independently as part of the steering control device. In this way, the control device can be positioned more freely. Furthermore, the drive unit can be assembled to be smaller.

[0022] The control device may generally be configured as an electrical or electronic control device that outputs control signals for driving a drive unit, or the pump of a drive unit. These control signals may correspond to the input signals described later.

[0023] The drive unit is preferably directly coupled to the converter unit. In this case, the drive unit and the converter unit together form a single component. This can be achieved in particular by the two units being housed in a common housing, or by the drive unit and the converter unit being coupled to each other. Such coupling can be achieved, for example, by coupling elements such as screws. In particular, both the drive unit and the converter unit may have independent housings, and the two housings may be coupled to each other to form independent components. Both the drive unit and the converter unit may have connections that are in contact with each other and through these connections, a working medium for hydraulically pressurizing the converter unit or piston can be pumped. In this way, the drive unit and the converter unit together form a single common component or module that can be assembled or disassembled.

[0024] By implementing the drive unit and the conversion unit as a common component or module, assembly and disassembly of the steering control device become easier. This also makes maintenance easier, because a second combination of the drive unit and conversion unit can be used for maintenance, allowing the steering control device to continue operating while the first combination can be removed as a complete component for maintenance.

[0025] Alternatively, the drive unit is provided separately from the conversion unit, and a pipeline connection part is provided between the drive unit and the conversion unit to apply hydraulic pressure to the conversion unit. In this way, a relatively free arrangement of the drive unit is possible. The drive unit does not necessarily have to be coupled to the conversion unit, or may not be arranged near the conversion unit. In contrast, the conversion unit cannot be freely arranged by a mechanical coupling part to the output element or to the steering mechanism via the output element. That is, by implementing the drive unit and the conversion unit separately, compared with an embodiment in which the drive unit and the conversion unit are coupled to each other, there is no need to arrange the drive unit at a location preset by the conversion unit, so that better utilization of the installation space by the steering operation device becomes possible. The pipeline connection part between the drive unit and the conversion unit can be guided relatively freely.

[0026] Preferably, the drive unit, particularly the electromechanics and / or pump of the drive unit, is configured to apply hydraulic pressure to the conversion unit in response to an input signal. Such an input signal can be supplied, for example, by a control device of the drive unit for the pump or for the electromechanics. The input signal itself can be generated from a steering command transmitted to the drive unit or the steering operation device.

[0027] The steering operation device preferably has a detection unit configured to detect a steering command. This detection unit can particularly detect a steering command transmitted to the steering operation device from the outside. The steering command itself may be issued from different sources, as will be described below.

[0028] The steering control device preferably has a driver interface for receiving driver steering commands (driver steering commands), and a detection unit is configured to convert driver steering commands into steering commands and / or detect them as input signals. The driver interface preferably has a steering wheel, and the driver can form corresponding driver steering commands via the steering wheel by rotating the steering wheel or applying corresponding torque to the steering wheel.

[0029] The detection unit preferably includes a torque sensor and / or a rotation angle sensor to detect steering commands. This is particularly advantageous when the driver sets steering commands (driver steering commands) via the steering wheel. In this case, the driver steering command can be detected by detecting the torque applied by the driver to the steering wheel or the rotation angle set on the steering wheel. However, it is also possible not to detect the torque applied directly by the driver or the set rotation angle. For example, a gear shift unit may be provided, which may detect the torque or rotation angle after gear shifting.

[0030] Alternatively or additionally, the detection unit has a data interface for detecting steering commands. The data interface may in particular be connected to a control system of the vehicle, which is configured to control and steer the vehicle in a semi-automated or fully automated manner. This control system may in particular be a control system known among experts as an ADAS system or a HAD system. Such a system can directly transmit steering commands to the steering actuator via the data interface of the detection unit. Such steering commands may correspond to the torque or the angle of rotation on the steering wheel or may be completely different therefrom. For example, the use of the steering actuator can also be considered in a fully autonomous vehicle that has no steering wheel or equivalent driver interface at all. Therefore, here, even steering commands that do not even correspond to the torque or the angle of rotation on the steering wheel can be detected via the data interface.

[0031] The detected steering commands or driver steering commands can generally, in particular, be used as input signals for actuating an electromechanical device and / or a pump or, in order to actuate an electromechanical device and / or a pump, it can be specified that corresponding input signals are generated from the steering commands or driver steering commands by the detection unit or by a control device.

[0032] The steering control device preferably has a mechanical coupling from the driver interface to a conversion unit, particularly to a transmission unit, through which the driver's steering commands can be mechanically applied to the conversion unit. This can be achieved, for example, by a direct mechanical through-drive from the driver interface, i.e., from the steering wheel, to the steering control device. This may be a direct shaft coupling or a shaft coupling with an intermediately connected transmission unit. Alternatively or additionally, the coupling may be specified to have deflection parts, particularly in the form of a U-joint and / or bevel box. In this way, the driver can directly and mechanically input torque to the steering control device or conversion unit. The conversion unit is preferably configured to apply output torque or output to an output element in response to the input torque.

[0033] To enable this, the transmission unit provided in the conversion unit is preferably configured to combine or superimpose a hydraulically driven piston force with a torque driven by the driver. This can be done, for example, by a superimposed transmission device. In particular, the piston may be specified to be coupled to the shaft of the mechanical coupling via a lead screw, a ball screw drive, a combination of a pinion and a rack and / or similar.

[0034] The mechanical coupling from the driver interface to the conversion unit has the advantage of enabling a mechanical fallback level, which allows steering commands to be mechanically directed to the conversion unit even when pressurization by the drive unit is no longer possible due to, for example, a failure of the pump, electromechanical, control unit, or drive unit as a whole.

[0035] However, the drive unit can also be used to support the torque generated by the driver via the driver interface and applied to the conversion unit via a mechanical coupling. In this case, driver support is achieved by pressurizing the piston.

[0036] The driver's steering command is preferably a driver steering torque, or includes a driver steering torque, and the mechanical coupling has a freewheel that allows the driver steering torque to be mechanically transmitted to the conversion unit when the output or output torque of the output element is insufficient to correspond to the driver steering command. What is thus achieved is that the torque supplied by the driver via the driver interface can be used as support for the steering control device.

[0037] According to one advantageous embodiment of the present invention, the driver interface is realized without a mechanical coupling to the conversion unit. In this embodiment, the driver interface is preferably used as a data source, through which steering commands, such as steering angle or steering torque, can be output to a detection unit. In such a case, the mechanical superposition of the torque applied by the driver to the steering wheel and the piston force is no longer necessary, and the steering device is consequently less complex.

[0038] According to the present invention, a steering wheel for a vehicle, particularly a commercial vehicle, is the following: - At least one axle with a wheel that can be steered via a steering mechanism, -Having a steering control device as described above, A steering system is identified in which this steering mechanism is coupled to the output element of a steering control device.

[0039] In this way, by activating the steering control device, the steering wheels of the vehicle can be steered. Therefore, output torque or output can be applied to the steering mechanism via the output element of the steering control device.

[0040] According to the present invention, a vehicle equipped with the steering described above, particularly a commercial vehicle, is specified.

[0041] The vehicle itself is preferably implemented as a conventional, i.e., internal combustion engine-driven, electric, or hybrid-driven vehicle. In particular, the vehicle may be specified to be capable of running in partially automated or fully automated mode. In such cases, preferably, the vehicle control system that controls the partially automated or fully automated driving of the vehicle is connected to a detection unit to transmit corresponding steering commands to the steering controls.

[0042] The present invention will be described below with reference to the attached drawings and based on preferred embodiments. [Brief explanation of the drawing]

[0043] [Figure 1] This figure shows a first embodiment of the present invention. [Figure 2] This figure shows a second embodiment of the present invention. [Figure 3] This figure shows a third embodiment of the present invention. [Figure 4] This figure shows a fourth embodiment of the present invention.

[0044] Figure 1 shows a first embodiment of the present invention.

[0045] Here, a steering control device 1 having a hydraulic drive unit 2 and a conversion unit 3 is shown. The steering control device 1 further has an output element 4, which is provided as a rotatable element in this figure and may be configured in particular as a pitman arm, thereby supporting output torque in a steering mechanism (not shown). The output element 4 is rotatable about an axis oriented perpendicular to the plane of the figure in the figure plane.

[0046] The hydraulic drive unit 2 has a housing 2.1 in this figure, which contains the elements of the hydraulic drive unit 2. The drive unit 2 has the following elements, namely a pump 2.2, an electromechanism 2.3, and a control device 2.4, but this enumeration should not be understood as exhaustive. The electromechanism 2.3 is configured to drive the pump 2.2 in response to an input signal supplied by the control device 2.4, so that the pump 2.2 can pump the hydraulic working medium to the conversion unit 3. The drive unit 2 itself is configured as a module by its housing 2.1. This makes the drive unit 2 an independent component. This makes assembly, disassembly, and maintenance of the drive unit 2 particularly easy. The control device 2.4 itself may be configured as an electrical or electronic control device.

[0047] The conversion unit 3 has a piston 3.1 that is slidable from top to bottom and vice versa in the drawing. The piston 3.1 is located in a cylinder, which guides the piston 3.1 as it slides. In this cylinder, the piston 3.1 separates the first pressure chamber 3.3 and the second pressure chamber 3.4. When the piston 3.1 slides downward, the volume of the first pressure chamber 3.3 increases, while the volume of the second pressure chamber 3.4 decreases. When the piston 3.1 slides upward, the volume of the first pressure chamber 3.3 decreases, while the volume of the second pressure chamber 3.4 increases.

[0048] The piston 3.1 is further coupled to a transmission unit 3.2. The transmission unit 3.2 is configured to convert the piston force generated by pressurizing the piston 3.1 in one of the pressure chambers 3.3 or 3.4 into an output torque, which acts on the output element 4. For this purpose, the transmission unit 3.2 has a combination of a pinion and a rack, the rack being coupled to the piston 3.1 and also engaged with the pinion coupled to the output element 4. Thus, the piston force is transmitted to the transmission unit 3.2 via the rack and subsequently to the pinion, thereby allowing the output torque to act on the output element 4.

[0049] The conversion unit 3 further has a housing 3.5, which houses a piston 3.1, pressure chambers 3.3 and 3.4, and a transmission unit 3.2. The conversion unit 3 itself is configured as a module by its housing 3.5. This allows the conversion unit 3 to be configured as an independent component. This, in particular, facilitates the assembly, disassembly, and maintenance of the conversion unit 3.

[0050] In the illustrated embodiment, the hydraulic drive unit 2 and the conversion unit 3 are coupled to each other by the direct contact between their housings 2.1 and 3.5. This forms a single module or component between the drive unit 2 and the conversion unit 3. The respective connections for transmitting the hydraulic working fluid from the pump 2.2 to the pressure chamber 3.3 or 3.4 are directly fluid-connected to each other by the contact between the two housings 2.1 and 3.5. This allows the pump 2.2 to directly pump the working fluid to the pressure chambers 3.3 and 3.4. The pumping path for the hydraulic working fluid is indicated by two arrows from the pump 2.2 to the pressure chambers 3.3 and 3.4.

[0051] In addition to the drive unit 2 and the conversion unit 3, the steering control device 1 has a detection unit 5. This detection unit is configured to detect steering commands. Steering commands may be issued from the driver interface 6, shown here as a steering wheel, as shown in the figure. To detect steering commands, the detection unit 5 may have a torque sensor and / or a rotation angle sensor. In this case, steering commands can be detected by detecting the torque applied to the steering wheel by the driver or the rotation angle set on the steering wheel. However, it is also possible not to detect the torque applied directly by the driver or the rotation angle set by the driver. For example, a gear shift unit may be provided, which may detect the torque or rotation angle after gear shifting.

[0052] Alternatively or additionally, the detection unit 5 has a data interface for detecting steering commands. The data interface may, in particular, be connected to a vehicle control system configured to control the vehicle in a partially or fully automated manner. Such a system can directly transmit steering commands to a steering control device via the detection unit's data interface. Such steering commands may correspond to torque or rotation angle at the steering wheel, or they may be entirely different. For example, a steering control device may be used even in a fully autonomous vehicle that does not have a steering wheel or equivalent driver interface 6 at all. In this case, steering commands that do not even correspond to torque or rotation angle at the steering wheel can also be detected via the data interface.

[0053] The detection unit 5 is configured to transfer detected steering commands to the drive unit 2, and the control device 2.4 is configured to convert the steering commands into corresponding input signals for the electromechanical unit 2.3.

[0054] The operation of the steering control device 1 is as follows:

[0055] If steering is not required, as determined from the steering command transmitted to the detection unit 5 via the driver interface 6, the input signal from the control device 2.4 prevents the electromechanical unit 2.3 from operating. As a result, the pump 2.2 does not pump the working medium to the conversion unit 3 or to one of the pressure chambers 3.3 or 3.4 located therein, and consequently, the piston 3.1 is not pressurized from above or below in the diagram. Therefore, no output torque acts on the output element 4 via the transmission unit 3.2.

[0056] When the detection unit 5 detects a steering command from the driver interface 6 and determines that the vehicle's wheels should be steered, the control unit 2.4 generates a corresponding input signal from the steering command transmitted from the detection unit 5 to the drive unit 2, which activates the electromechanism 2.3, which in turn drives the pump 2.2. The pump 2.2 pumps the working medium into the upper pressure chamber 3.3 or the lower pressure chamber 3.4 in response to the steering command, thereby applying corresponding pressure to the piston 3.1. This causes a corresponding piston force to act on the piston 3.1, which is further supported by the transmission unit 3.2. The transmission unit 3.2 converts the piston force into a corresponding output torque through a combination of pinion and rack, which acts on the output element 4, and this output torque can then be supported by the vehicle's steering mechanism (not shown), ultimately resulting in the steering of the vehicle's wheels.

[0057] Figure 2 shows a second embodiment of the present invention.

[0058] This embodiment substantially corresponds to the embodiment shown in Figure 1. Therefore, please refer to the description of Figure 1. Below, only the differences between the two embodiments will be described.

[0059] Unlike the embodiment shown in Figure 1, in this embodiment the drive unit 2 and the conversion unit 3 are not coupled to each other. The two housings 2.1 and 3.5 are provided separately from each other, and a pipeline connection 7 is provided between the two housings 2.1 and 3.5, so that the working medium can be pumped by the pump 2.2 through the pipeline connection 7 to the pressure chamber 3.3 or the pressure chamber 3.4.

[0060] The operation of this embodiment substantially corresponds to the operation of Figure 1. The first advantage of this embodiment is that the drive unit 2 and the conversion unit 3 can be positioned more freely, because the conduit connection section 7 can extend relatively freely within the vehicle. Therefore, the drive unit 2 and the conversion unit 3 can be positioned in locations within the vehicle that are advantageous to them.

[0061] Figure 3 shows a third embodiment of the present invention.

[0062] This embodiment substantially corresponds to the embodiment shown in Figure 1. Therefore, please refer to the description of Figure 1.

[0063] Supplemental to the embodiment shown in Figure 1, the steering control device 1 has a mechanical coupling 8 to the driver interface 6. This allows torque to be applied to the coupling 8 via the driver interface 6, and this torque can be directed to the conversion unit 3. In this embodiment, the mechanical coupling 8 is implemented as a shaft coupled to a piston 3.1. A transmission device (not shown) is provided between the piston 3.1 and the shaft, and this transmission device is configured to convert the torque acting on the shaft via the driver interface 6 into a force acting on the piston 3.1. This force acts parallel to a vertical line extending from top to bottom in the drawing, similar to the piston force generated by pressurizing the piston 3.1. To convert the torque applied to the shaft by the driver interface 6, the transmission device may have a ball screw drive, a lead screw, or something similar.

[0064] This allows a mechanical fallback level to be achieved by the mechanical coupling 8 from the driver interface 6 to the conversion unit 3, so that even if, for example, the pump 2.2 or the drive unit 2 as a whole fails and the drive unit 2 can no longer pressurize the piston 3.1, mechanical force can still be applied to the piston 3.1.

[0065] However, in this embodiment, the support action can also be achieved by the additional hydraulic pressurization of the piston 3.1 by the pump 2.2 through the torque mechanically guided through the shaft of the mechanical coupling 8, or the force on the piston 3.1 resulting therefrom, so that the driver only needs to apply a relatively small force at the driver interface 6 to steer the vehicle.

[0066] Figure 4 shows a fourth embodiment of the present invention.

[0067] This embodiment is substantially an evolution of the embodiment in Figure 2, because in this embodiment, the drive unit 2 and the conversion unit 3 are implemented independently of each other and are fluidly connected to each other via the pipeline connection 7. Additionally, this embodiment also includes the mechanical coupling 8 shown in Figure 3, which connects the driver interface 6 and the conversion unit 3. The mechanical coupling 8 corresponds to the mechanical coupling in Figure 3 in terms of its configuration and operation, so please refer to the corresponding description of Figure 3 for details.

[0068] The aforementioned diagrams always show a driver interface 6 in the form of a steering wheel. However, in future vehicles, if they are driven autonomously, the driver interface 6 will no longer be necessary. In this case, the detection unit 5 will receive steering commands only from another control system.

[0069] In another embodiment not shown, which may be based in particular on one of the drawings from Figures 1 to 4, the piston 3.1 is implemented integrally with the rack of the transmission unit 3.2. In this case, the teeth of the rack may be implemented on the surface of the piston 3.1.

[0070] The present invention provides an electro-hydraulic steering control device 1 in which the conversion unit 3 or piston 3.1 is pressurized only when necessary; that is, the pump 2.2 of the drive unit 2 is activated only when pressure is required, thereby providing an energy-efficient steering control device 1. Furthermore, by using hydraulic components, compared to electromechanical solutions, it is possible to achieve a space-saving structural form and flexible arrangement of the components of the steering control device 1, while simultaneously enabling relatively high force and torque transmission efficiency. [Explanation of Symbols]

[0071] 1. Steering control device 2. Hydraulic drive unit 2.1 Housing 2.2 Pump 2.3 Electrical machinery 2.4 Control Unit 3 Conversion Unit 3.1 Piston 3.2 Transmission Unit 3.3 Pressure Chamber 3.4 Pressure Chamber 3.5 Housing 4 Output elements 5 detection units 6. Driver Interface 7. Pipe connection section 8 Mechanical coupling

Claims

1. A steering control device (1) for a vehicle, A hydraulic drive unit (2), Conversion unit (3), It has an output element (4) configured to apply output torque or output to the steering mechanism, The hydraulic drive unit (2) is fluidly connected to the conversion unit (3), thereby allowing the hydraulic drive unit (2) to apply hydraulic pressure to the conversion unit (3). The conversion unit (3) has a piston (3.1) and a transmission unit (3.2), and when hydraulic pressure is applied to the piston (3.1), the piston (3.1) transmits piston force to the transmission unit (3.2), and the transmission unit (3.2) acts the output torque or output on the output element (4) according to the transmitted piston force, in a steering operating device (1).

2. The steering operating device (1) according to claim 1, wherein the steering operating device (1) has a module formed by the drive unit (2), and all elements of the drive unit (2) are provided on a common support element of the drive unit (2) and / or in a common housing (2.1).

3. The steering control device (1) according to claim 1 or 2, wherein the drive unit (2) has as an element a pump (2.2) for pressurizing the conversion unit (3).

4. The pump (2.2) is provided to be drivable by an electromechanism (2.3), the electromechanism (2.3) is provided as an element of the drive unit (2), and / or The steering control device (1) according to claim 3, wherein the drive unit (2) has, as an element, a control device (2.4) configured to drive and control the drive unit (2) in order to generate pressure.

5. The steering control device (1) according to any one of claims 1 to 4, wherein the drive unit (2) is directly coupled to the conversion unit (3).

6. The steering control device (1) according to any one of claims 1 to 4, wherein the drive unit (2) is provided separately from the conversion unit (3), and a pipeline connection (7) is provided between the drive unit (2) and the conversion unit (3) in order to apply hydraulic pressure to the conversion unit (3).

7. The steering control device (1) according to any one of claims 1 to 6, wherein the drive unit (2) is configured to apply hydraulic pressure to the conversion unit (3) in accordance with an input signal.

8. The steering control device (1) according to claim 7, further comprising a detection unit (5) configured to detect steering commands.

9. The steering control device (1) according to claim 8, having a driver interface (6) for receiving steering commands from the driver, wherein the detection unit (5) is configured to convert the driver's steering commands into steering commands and / or to detect them as steering commands.

10. The steering control device (1) according to claim 8 or 9, wherein the detection unit (5) has a torque sensor, a rotation angle sensor and / or a data interface for detecting the steering command.

11. The steering control device (1) according to claim 9 or 10, having a mechanical coupling (8) from the driver interface (6) to the conversion unit (3), particularly to the transmission unit (3.2), and the steering command of the driver being mechanically acted upon the conversion unit (3) via the mechanical coupling (8).

12. The steering control device (1) according to claim 11, wherein the driver's steering command is or includes a driver steering torque, and the mechanical coupling (8) has a free wheel that allows the driver steering torque to be mechanically transmitted to the conversion unit (3) when the output or output torque of the output element (4) is insufficient to respond to the driver's steering command.

13. The steering control device (1) according to claim 9 or 10, wherein the driver interface (6) is implemented without mechanical coupling to the conversion unit (3).

14. A steering wheel for vehicles, especially commercial vehicles, At least one axle having a wheel that can be steered via a steering mechanism, A steering mechanism comprising a steering operating device (1) according to any one of claims 1 to 13, wherein the steering mechanism is coupled to the output element (4) of the steering operating device (1).

15. A vehicle, particularly a commercial vehicle, equipped with the steering wheel described in claim 14.

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