CN112537368A - Steering wheel unit for generating feedback force on steering wheel of electromechanical steering system - Google Patents
Steering wheel unit for generating feedback force on steering wheel of electromechanical steering system Download PDFInfo
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- CN112537368A CN112537368A CN201910894902.7A CN201910894902A CN112537368A CN 112537368 A CN112537368 A CN 112537368A CN 201910894902 A CN201910894902 A CN 201910894902A CN 112537368 A CN112537368 A CN 112537368A
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- compensator
- wheel shaft
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- 230000001419 dependent effect Effects 0.000 claims description 4
- 238000004088 simulation Methods 0.000 claims 1
- 210000000078 claw Anatomy 0.000 description 10
- 230000006870 function Effects 0.000 description 5
- 238000009434 installation Methods 0.000 description 4
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 230000002265 prevention Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000018109 developmental process Effects 0.000 description 2
- 229910000639 Spring steel Inorganic materials 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000035807 sensation Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
- B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
- B62D1/04—Hand wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
- B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
- B62D5/006—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback power actuated
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0403—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by constructional features, e.g. common housing for motor and gear box
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Steering Mechanism (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The invention relates to a steering wheel unit for an electromechanical steering system of a motor vehicle, comprising: a force generating device for applying a mechanical feedback force to the steering wheel to feedback the current steering and/or driving state to the driver; and a compensating element for generating an additional feedback force as a function of the prevailing transverse force acting on the motor vehicle. The force generating device has an internal gear rotating in the same direction as the steering wheel, and first and second radial springs connected to the internal gear and a housing of the steering wheel unit, respectively, and applying a force to the steering wheel via the internal gear, such that a feedback force generated at the steering wheel for feeding back a steering state related to a steering angle of the wheels to a driver increases as an adjustment of the steering wheel to deviate from straight travel increases, the compensator being connected to the steering shaft via a compensator pinion and applying an additional feedback force to the steering wheel in accordance with the lateral force.
Description
Technical Field
The invention relates to a steering wheel unit for an electromechanical steering system of a motor vehicle. The invention further relates to an electromechanical steering system comprising such a steering wheel unit.
Background
The field of application of the invention extends to so-called steer-by-wire systems for motor vehicles, in which no direct mechanical coupling exists between the steering wheel and the steered wheels of the motor vehicle. Instead, the steering angle of the steering wheel and, if necessary, also the rotational speed of the steering wheel and/or the torque applied to the steering wheel are detected by suitable sensor devices and transmitted in the form of electrical control values to an electromechanical steering wheel actuator unit, which converts an electrically predefined steering signal into a mechanical adjustment of the steering angle of the wheels of the steerable axle.
In such electromechanical steering systems, direct mechanical feedback of the actually implemented wheel steering angle is therefore eliminated, which in mechanically coupled systems can be felt by the driver, usually in the form of a return torque on the steering wheel, which is dependent on the driving speed, and vibrations superimposed thereon, as well as via the end stop position of the steering wheel.
From US 2017/0320515 a1, an electromechanical steering system for a motor vehicle is known, which is equipped with a special force generating device on the steering wheel unit for applying a mechanical feedback force to the steering wheel in order to feedback the current steering and vehicle state to the driver. For this purpose, the steering wheel unit has an electric motor for generating a feedback force by applying a corresponding torque to the steering wheel shaft. By suitable actuation of the electric motor, the actual driving sensation can be transmitted to the driver via the steering wheel, as in a mechanically coupled steering system. The force generating device provided for this purpose furthermore comprises a lockable coupling which is actuated as a brake by means of an electromagnetic actuator for inhibiting further rotation of the steering wheel shaft when the wheel reaches a predetermined end stop position in the respective direction of rotation. For this purpose, the coupling fixes the steering wheel shaft in accordance with the electronic control device in the above-described situation. In this prior art, the electric motor for applying the mechanical feedback force is an active member, which therefore also requires electronic control means.
Another electromechanical steering system for a motor vehicle is known from US 2002/0189888 a1, which is also equipped with an electric motor for generating a mechanical feedback force on the steering wheel. For this purpose, the electric motor is arranged in an axially parallel manner to the steering wheel shaft and acts on the steering wheel via a belt drive. This solution requires more installation space in the transverse direction with respect to the steering wheel axis than the prior art mentioned above.
Disclosure of Invention
The object of the present invention is therefore to provide a steering wheel unit for an electromechanical steering system of a motor vehicle, which saves installation space, saves energy and/or delivers mechanical feedback forces to the driver in respect of the current steering state in a simple technical manner in the event of failure.
The object is achieved with a steering wheel unit according to the preamble of the preferred embodiment in combination with the characterizing features thereof. In the case of an electromechanical steering system comprising such a steering wheel unit, reference is made to a preferred embodiment of the electromechanical steering system. The alternative embodiments give advantageous further developments of the invention.
The present invention includes the teaching of providing a steering wheel unit for an electromechanical steering system of a motor vehicle. The steering wheel unit has a force generating device for applying a mechanical feedback force to the steering wheel in order to feed back the current steering and/or driving situation to the driver, and a compensating element for generating an additional feedback force as a function of the current lateral force acting on the vehicle. The force generating device has an internal gear rotating in the same direction as the steering wheel, and a first and a second radial spring, wherein the first and the second radial springs are connected to the internal gear and the housing of the steering wheel unit, respectively, and apply a force to the steering wheel via the internal gear, so that a feedback force that can be generated on the steering wheel to feed back a steering state related to a wheel steering angle to a driver increases as the adjustment of the steering wheel to deviate from straight travel increases. The compensator is connected to the steering shaft via a compensator pinion and is provided for applying an additional feedback force to the steering wheel as a function of the transverse force.
The advantage of the solution according to the invention is in particular that it is achieved using passive components which do not need to be controlled by an electronic control unit. Thereby reducing the current requirements of the electromechanical transfer system. Furthermore, the passive component, in particular the two radial springs and the compensator, can be arranged coaxially around the steering wheel shaft in a space-saving manner.
In other words, the solution of the invention ensures that when the steering wheel is turned in one direction or the other, one or the other radial spring is compressed by the internal gear in combination with the housing, thereby establishing mechanical potential energy for generating a mechanical feedback force. Furthermore, in the solution of the invention, the influence of the current transverse force acting on the vehicle on the feedback force is taken into account, since the compensator applies an additional feedback force to the steering wheel shaft and thus to the steering wheel depending on the current transverse force.
According to one embodiment, the compensating element is fixed to the pin and is provided for rotating about the pin as a function of transverse forces acting on the motor vehicle. Within the framework of the invention, a compensator is understood to be a passive mechanical component which is provided to at least partially compensate or compensate for the influence of lateral forces acting on the vehicle on the steering forces. The compensation element can provide the driver of the vehicle with a feedback force that corresponds to the feedback force generated by purely mechanical steering. Thereby improving the steering feel for the driver of the steer-by-wire system. In one embodiment, the compensator can be designed as an inertial mass which is rotatably mounted and is accelerated in one direction by a lateral acceleration. Furthermore, the compensation member may be damped for ensuring a continuous and continuous build-up of the additional feedback force. By means of the transverse forces acting on the compensating element, corresponding forces are transmitted via the compensating element pinion to the steering wheel shaft, so that additional feedback forces acting on the steering wheel can be generated as a function of the transverse forces acting on the motor vehicle. In other words, the higher the lateral force acting on the steering wheel unit, the higher the additional feedback force acting on the steering wheel shaft generated by the compensator. For this purpose, the compensator can be embodied as an inertial mass. Furthermore, the weight of the compensator, e.g. 5kg, and the geometry, e.g. semi-circular, may be chosen according to the vehicle and the customer wishes.
According to a further embodiment, the compensator also has a groove. The steering wheel shaft extends through the slot, wherein the slot simultaneously defines the maximum possible rotation, rotation or deflection of the compensating element about the bolt. Furthermore, the installation space of the steering wheel unit can be further reduced by the slot and by guiding the steering wheel shaft through the slot.
Preferably, the feedback force generated according to the present invention is used to feed back the current steering state to the driver in consideration of the lateral force acting on the vehicle. In order to simulate other feedback information (for example the end stop positions of the wheels, which can be sensed by corresponding end stops on the steering wheel, or the surface structure of the roadway, which is fed back by corresponding mechanical vibrations), it is proposed according to a further development that the force generating device further comprises an electric motor connected to the steering wheel shaft for actuating the additional steering and driving states alone in a superimposed manner. In this solution of the invention, the feedback force exerted by the electric motor is used to reduce or increase the force generated by the elastic action of the radial spring in a targeted and case-dependent manner for producing a real driving feel on the steering wheel. The electric power consumption of the steering wheel unit of the invention is therefore much lower compared to the fully actively controlled steering wheel units of the prior art described at the beginning. Furthermore, the size of the electric motor used can be reduced, whereby structural space and costs can be saved.
According to a preferred embodiment, it is proposed that the electric motor mentioned is connected as a component of the force generating device in a force-locking manner to the steering wheel shaft via a motor gear for reducing the motor speed. Here, the electric motor and the motor gear may be arranged inside the housing. Furthermore, the electric motor may be arranged parallel to the steering wheel axis and axially offset. This ensures a compact design of the steering wheel unit.
According to one embodiment of the invention, the steering wheel unit is further provided with an anti-malfunction device. The failure prevention device is provided with a fixed claw connected with the steering transmission device, a claw capable of moving longitudinally, a failure prevention spring and an electromagnet. The longitudinally movable claw is arranged around the steering wheel shaft and can move along the steering wheel shaft in the longitudinal direction, and the fixed claw is arranged relative to the longitudinally movable claw and is provided for form-locking engagement or connection with the longitudinally movable claw. The anti-failure spring is disposed between the longitudinally movable pawl and the housing. The end face of the failsafe spring rests against the housing on the side of the housing facing away from the steering wheel. Furthermore, the anti-malfunction spring is provided to exert a force on the longitudinally movable pawl, so that the longitudinally movable pawl engages in a form-locking manner with the fixed pawl or is connected to the fixed pawl. The fail-safe spring is arranged concentrically around the steering wheel shaft. This makes it possible to achieve a guidance of the anti-malfunction spring on the one hand and to minimize the installation space of the steering wheel unit on the other hand. Preferably, the electromagnet is arranged coaxially around the fail-safe spring and is provided for moving the longitudinally movable pawl in the direction of the steering wheel along the steering wheel axis and for applying a counterforce to the fail-safe spring when activated or energized, so that the longitudinally movable pawl is not engaged with or positively connected to the fixed pawl. In other words, the electromagnet exerts an attractive force on the longitudinally movable jaw such that the longitudinally movable jaw is no longer connected to the stationary jaw. If the electromagnet is energized, the anti-malfunction spring presses the longitudinally movable pawl into the fixed pawl and thereby establishes a force-locking and form-locking connection between the two. Thus, when the current fails (the electromagnet is not active at this time), the fail-safe device establishes a direct mechanical connection between the steering wheel and the wheel to be steered.
Furthermore, the anti-malfunction spring is provided for establishing a form-locking connection between the fixed pawl and the longitudinally movable pawl when the electromagnet is not energized or when the steering wheel shaft and the fixed pawl do not rotate in the same manner. Steering is thereby ensured even when there is a voltage or current failure in the on-board electrical system of the vehicle. A functionally reliable steering is also ensured when an incorrect or undesired control of the wheels is carried out by the steer-by-wire system.
According to a preferred embodiment, the radial spring is formed as an arcuate helical spring, which is arranged around the pin of the compensation element. Other types of radial springs are contemplated which produce the desired feedback force as the internal gear rotates.
It should be noted that the steering wheel shaft is rotatably supported at least two points inside the housing. Furthermore, the internal gear and the compensating element are rotatably mounted. The respective end stop of the steering wheel can be ensured by the shape or the transmission ratio of the housing and the spring pinion to the internal gear.
Another aspect of the invention relates to an electromechanical steering system having the steering wheel unit described above and below. The electromechanical steering system also has an electromechanical steering actuator unit for mechanically adjusting the steerable axle and, if necessary, an electronic control unit. The control unit may comprise, for example, a computing unit, such as a processor, and a memory unit, and is provided for outputting control commands to the steering actuator unit. In this case, the electromechanical steering system can obtain a preset value from a steering motion sensor, which is then converted by the electronic control unit into a control command for the steering actuator unit, for example an electric motor. The steering actuator unit in turn influences the wheels of the vehicle in such a way that they rotate according to the preset values of the steering motion sensor. This makes it possible to produce a steerable or steerable vehicle axle.
Drawings
Further refinements of the invention are explained in detail below with reference to the drawing together with the description of preferred embodiments of the invention. In the drawings:
FIG. 1 shows a schematic diagram of an electromechanical steering system for a motor vehicle;
fig. 2 shows a schematic cross section of a steering wheel unit of the steering system in fig. 1;
fig. 3 shows a schematic longitudinal section of a steering wheel unit of the steering system in fig. 1 or 2; and
fig. 4 shows a vehicle having a steering wheel unit of the steering system in fig. 1 to 3.
Detailed Description
According to fig. 1, an electromechanical steering system for a motor vehicle is essentially composed of a steering wheel unit 1, in whose cylinder housing 2 a steering wheel shaft 3 is rotatably mounted. A steering wheel 4 for operation by a driver is mounted on a distal end of the steering wheel shaft 3.
Via an electrical connection 5, the steering wheel unit 1 is connected by means of an electronic control unit 6 to a steering actuator unit 7, which in this exemplary embodiment is designed electromechanically. The steering actuator unit 7 serves to convert a steering signal, which is electrically predetermined by the steering wheel unit 1 by means of the control device 6, into a mechanical adjustment of the steering angle of the wheels 8a and 8b of the vehicle axle 9, which can be actuated in this case.
Fig. 2 shows a cross-sectional view of the steering wheel unit 1 taken along the section a-a. A bolt 11 of the compensating element 10 is arranged in the middle, on which bolt the compensating element 10 is supported, so that the compensating element 10 can be rotated about the bolt 11. Furthermore, the compensator 10 has a groove 10a which defines the maximum possible rotation of the compensator 10. Furthermore, the compensation element 10 is designed as an inertial mass which is rotated about the pin 11 by a transverse force acting on the steering wheel unit. The compensator pinion 22 is arranged behind the slot 10a and coaxially surrounds the steering wheel shaft 3. The compensator pinion 22 establishes a force-locking connection between the compensator 10 and the steering wheel shaft 3 and is provided for transmitting an additional feedback force of the compensator 10 to the steering wheel shaft 3 as a function of the transverse forces acting on the vehicle.
Furthermore, the steering wheel shaft 3 extends through and interacts with the slot 10a of said compensator 10 for defining the maximum possible rotation, turning or deflection of the compensator 10. Behind said compensator pinion 22 a spring pinion is arranged (hidden by the compensator pinion). The spring pinion is provided to transmit a rotation or force from the steering wheel shaft 3 to the internal gear 12, so that the internal gear rotates together or in the same direction as the steering wheel 4 or the steering wheel shaft 3. The ring gear 12 has two receptacles for springs, which are illustrated in fig. 2 as semi-circles opposite the left outer part and the right outer part. Furthermore, two radial springs 16a, 16b can be seen in fig. 2. These radial springs are each arranged or tensioned between the housing 2 or a receptacle connected to the housing 2 and a receptacle of the internal gear 12, so that they generate a rising restoring force on the steering wheel as the adjustment of the steering wheel out of straight travel increases, in order to feed back the steering state to the driver, which is dependent on the steering angle of the wheels. In other words, the internal gear wheel 12 rotates relative to the housing 2 and thereby compresses one of the radial springs 16a, 16 b. The two radial springs can be arcuate linear springs made of spring steel, which are arranged along a radius at least partially around the pin 11 of the compensating element 10. The above-mentioned components are coaxially enclosed by the housing 2, wherein the pin 11 of the compensation element 10 is arranged in the middle of the housing 2.
As shown in fig. 3, in the steering wheel unit 1, a torque applied to the steering wheel 4 by the driver due to a steering motion is transmitted to the inside of the housing 2 through the steering wheel shaft 3. In the housing 2, a compensator 10, an electric motor 15, a motor gear 14, an internal gear 12, a spring pinion 13, a compensator pinion 22 and a steering motion sensor 23 are arranged. The steering motion sensor 23 may be provided for detecting the wheel attitude. The steering wheel shaft 3 is rotatably supported inside the housing 2 by at least two bearings.
The spring pinion 13 and the compensator pinion 22 are connected to the steering wheel shaft 3 in a form-locking manner, so that a rotation of the steering wheel shaft 3 also causes a rotation of the two pinions 13, 22 and vice versa. The spring pinion 13 is connected to the internal gear 12 and rotates the internal gear 12 in the same direction as the steering wheel shaft 3. By rotation of the internal gear wheel 12 relative to the housing 2, one of the radial springs in fig. 2 is compressed, thereby causing it to exert a feedback force on the steering wheel shaft 3.
The compensator pinion 22 is connected to the compensator 10 so that an additional feedback force (depending on the transverse force) can be applied to the steering wheel shaft 3. A bolt 11 of the compensating element 10 extends at the end through the housing 2 and the compensating element 10 is provided for rotation about the bolt for applying an additional feedback force to the steering wheel shaft 3.
The electric motor 15 is arranged inside the housing 2 parallel to and axially offset from the steering wheel shaft 3. Furthermore, the electric motor 15 is connected to the steering wheel shaft 3 via a motor gear 14, so that it can exert a force on the steering wheel shaft 3 and thus on the steering wheel 4. In particular, the electric motor 15 can exert a further feedback force which is superimposed on the feedback force and/or the additional feedback force of the passive component (the radial spring and the compensator). For controlling or regulating the electric motor 15 and the wheels to be steered, a steering motion sensor 23 can be provided on the steering wheel shaft 3, which detects the torque and the angular position of the steering wheel 4 and transmits them to the control device 6 in order to determine a corresponding feedback force acting on the driver therefrom.
The steering wheel unit 1 also has a fail-safe device. The failure prevention device is flange-connected to the housing 2 at the end side on the side of the housing 2 facing the steering wheel 4. The anti-malfunction device is provided for establishing a connection with the wheel to be steered in the event of a malfunction of the steer-by-wire system. For this purpose, the anti-malfunction device has a steering gear-side fixed pawl 17, a steering wheel shaft-side longitudinally movable pawl 18, an anti-malfunction spring 21 and an electromagnet 20. The longitudinally movable jaw 18 coaxially surrounds and is longitudinally movable along the steering wheel shaft. The fixed jaw 17 is arranged relative to the longitudinally movable jaw 18 and is provided for form-locking engagement with and connection to the longitudinally movable jaw. An anti-failure spring 21 is arranged axially between the longitudinally movable jaw 18 and the housing 2 of the steering wheel unit 1 and is provided for exerting a force on the longitudinally movable jaw 18 so that it engages in a form-fitting manner with the fixed jaw 17 and is connected thereto, wherein the anti-failure spring 21 is arranged concentrically around the steering wheel shaft 3. In other words, the anti-failure spring 21 presses the longitudinally movable claw 18 into the fixed claw 17.
An electromagnet 20 is arranged coaxially around the anti-malfunction spring 21 and is provided for, when actuated or energized, moving the longitudinally movable pawl 18 along the steering wheel axis 3 in the direction of the steering wheel 4 and exerting a counter force on the anti-malfunction spring 21, so that the longitudinally movable pawl 18 can no longer be engaged with or connected to the stationary pawl 17. In other words, the electromagnet 20 attracts the longitudinally movable claw 18 and thereby compresses the anti-malfunction spring 21. In the event of a current failure or a wrong control of the wheels by the steer-by-wire system, the energization of the electromagnet can be interrupted, thereby enabling the fail-safe means to establish a direct mechanical connection between the steering wheel 4 and the wheels.
Fig. 4 shows a vehicle 24 with an electromechanical steering system comprising the steering wheel unit 1 described above and below. Typically, the electromechanical steering system is arranged in the front region of the vehicle 24 and is provided for turning or steering the front wheels of the vehicle 24 as intended by the driver. Alternatively or additionally, the electromechanical steering system may also act on the rear wheels, for example in the case of active rear wheel steering or a forklift. The steering wheel unit 1 may be arranged, for example, in the region of the driver's seat under the dashboard in the direction of the engine compartment.
The invention is not limited to the preferred embodiments described above. On the contrary, all the variants covered by the scope of protection of the following claims are conceivable. Furthermore, the steering actuator unit 7 may also be configured as an electrohydraulic unit or the like.
List of reference numerals
1 steering wheel unit
2 casing
3 steering wheel shaft
4 steering wheel
5 electric connection part
6 electronic control device
7-turn actuator unit
8 wheel
9 vehicle bridge
10 compensating part
10a groove of the compensator
11 bolt of compensation member
12 internal gear
13 spring pinion
14 motor gear
15 electric motor
16 radial spring
17 decide claw
18 longitudinally movable jaw
19 electromagnet receiving part
20 electromagnet
21 anti-failure spring
22 compensator pinion
23-turn motion sensor
24 motor vehicle.
Claims (10)
1. A steering wheel unit (1) for an electromechanical steering system of a motor vehicle (24), having:
force generating means for applying a mechanical feedback force to the steering wheel (4) for feedback of the current steering and/or driving state to the driver; and
a compensating element (10) for generating an additional feedback force as a function of the current transverse force acting on the motor vehicle (24),
the force generation device is characterized by having an internal gear (12) which rotates in the same direction as the steering wheel (4) and a first and a second radial spring (16a, 16b), wherein the first and the second radial spring (16a, 16b) are connected to the internal gear (12) and to the housing (2) of the steering wheel unit (1) respectively and load the steering wheel (4) with a force via the internal gear (12) such that a feedback force which can be generated at the steering wheel (4) for the feedback of a steering state, which is dependent on the wheel steering angle, to the driver increases as the adjustment of the steering wheel (4) deviates from straight travel, wherein the compensator is connected to the steering wheel shaft (3) via a compensator pinion (22) and applies the additional feedback force to the steering wheel (4) as a function of the transverse force.
2. Steering wheel unit (1) according to claim 1, characterized in that the compensator (10) is fixed on a bolt (11) and is provided for rotation about this bolt (11) as a function of transverse forces acting on the motor vehicle (24), wherein corresponding forces can be transmitted to the steering wheel shaft (3) via the compensator pinion (22) by means of transverse forces acting on the compensator (10), so that additional feedback forces acting on the steering wheel (4) can be generated as a function of transverse forces acting on the motor vehicle (24).
3. Steering wheel unit (1) according to claim 1 or 2, characterized in that the force generation device further has an electric motor (15) connected to the steering wheel shaft (3) for the superimposed movement simulation of further steering and/or driving conditions, in particular the end stop positions of the wheels (8a, 8b) and the surface structure of the roadway.
4. Steering wheel unit (1) according to claim 3, characterized in that the electric motor (15) is arranged parallel and axially offset with respect to the steering wheel shaft (3) and is connected with force-locking with the steering wheel shaft (3) by means of a motor gear (14).
5. Steering wheel unit (1) according to any of the preceding claims, characterized in that the compensator (10) is an inertial mass.
6. Steering wheel unit (1) according to one of the preceding claims, characterized in that the compensator (10) furthermore has a slot (10a) through which the steering wheel shaft (3) extends, wherein this slot (10a) at the same time defines the maximum possible rotation of the compensator (10).
7. Steering wheel unit (1) according to one of the preceding claims, characterised in that the steering wheel unit (1) further has a fail-safe device, wherein the fail-safe device has a fixed jaw (17), a longitudinally movable jaw (18), a fail-safe spring (21) and an electromagnet (20), the longitudinally movable jaw (18) being arranged around the steering wheel shaft (3) and being movable along the steering wheel shaft in a longitudinal direction (x), the fixed jaw (17) being arranged relative to the longitudinally movable jaw (18) and being provided for form-locking engagement with the longitudinally movable jaw, the fail-safe spring (21) being arranged axially between the longitudinally movable jaw (18) and the housing (2) of the steering wheel unit (1) and being provided for exerting a force on the longitudinally movable jaw (18) such that it engages positively with the fixed jaw (17), wherein the fail-safe spring (21) is arranged concentrically around the steering wheel shaft (3), the electromagnet (20) is arranged coaxially around the fail-safe spring (21) and is provided for moving the longitudinally movable pawl (18) along the steering wheel shaft (3) in the direction of the steering wheel (4) and for exerting a counter force on the fail-safe spring (21) upon actuation, such that the longitudinally movable pawl (18) does not engage with the stationary pawl (17).
8. Steering wheel unit (1) according to claim 7, characterized in that the fail-safe spring (21) is provided for establishing a form-locking connection between the fixed jaw (17) and the longitudinally movable jaw (18) when the electromagnet (20) is not energized or when the steering wheel shaft (3) and the fixed jaw (17) are not rotating in the same manner.
9. Steering wheel unit (1) according to one of the preceding claims, characterized in that the radial springs (16a, 16b) are constructed in the form of arc-shaped helical springs.
10. An electromechanical steering system for a motor vehicle (24), comprising a steering wheel unit (1) according to any of the preceding claims and an electromechanical steering actuator unit (7) for mechanically adjusting the steering angle of the wheels (8a, 8b) of a steerable axle (9).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910894902.7A CN112537368B (en) | 2019-09-20 | 2019-09-20 | Steering wheel unit for generating feedback on steering wheel of electromechanical steering system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910894902.7A CN112537368B (en) | 2019-09-20 | 2019-09-20 | Steering wheel unit for generating feedback on steering wheel of electromechanical steering system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112537368A true CN112537368A (en) | 2021-03-23 |
| CN112537368B CN112537368B (en) | 2024-05-31 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910894902.7A Active CN112537368B (en) | 2019-09-20 | 2019-09-20 | Steering wheel unit for generating feedback on steering wheel of electromechanical steering system |
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Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
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| CN108216351A (en) * | 2016-12-09 | 2018-06-29 | 现代自动车株式会社 | Steering feeling in wire-controlled steering system is by control device |
| CN109466629A (en) * | 2017-09-08 | 2019-03-15 | 现代自动车株式会社 | The method for determining the assist torque of power steering system |
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| US20050247510A1 (en) * | 2004-03-26 | 2005-11-10 | Toyota Jidosha Kabushiki Kaisha | Running stability control device for vehicle based upon longitudinal forces of wheels |
| KR20090128829A (en) * | 2008-06-11 | 2009-12-16 | 한국기술교육대학교산학협력단 | Electric current direct measurement steer-by-wire steering control device |
| DE102011005309A1 (en) * | 2011-03-09 | 2012-09-13 | Takata-Petri Ag | Steering wheel for motor vehicle, has locking device which is elastically supported with respect to superimposed drive, by an elastic sleeve, such that an input movement relative to the superimposed drive is executed |
| CN204680307U (en) * | 2015-06-17 | 2015-09-30 | 古朴 | A kind of stop means emulating automobile driving simulator bearing circle |
| CN107010098A (en) * | 2015-11-16 | 2017-08-04 | 福特全球技术公司 | The method of the disturbance moment of torsion occurred on steering wheel for compensating wheel steering system |
| CN106945716A (en) * | 2015-12-03 | 2017-07-14 | 操纵技术Ip控股公司 | The method that feedback is provided in torque feedback system, the vehicle with steering column and vehicle |
| WO2017179391A1 (en) * | 2016-04-12 | 2017-10-19 | 日立オートモティブシステムズ株式会社 | Vehicle control device and method |
| CN108216351A (en) * | 2016-12-09 | 2018-06-29 | 现代自动车株式会社 | Steering feeling in wire-controlled steering system is by control device |
| CN109466629A (en) * | 2017-09-08 | 2019-03-15 | 现代自动车株式会社 | The method for determining the assist torque of power steering system |
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| CN112537368B (en) | 2024-05-31 |
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