DE102020204565B4 - Steering angle sensor for determining the steering angle of a steering handle of a motor vehicle - Google Patents

Abstract

Steering device for a motor vehicle, with
- a contact unit (2) configured to establish an electrical connection between at least one component arranged on a steering handle of the steering device and a component located outside the steering device, wherein
- the contact unit (2) has a housing (22) in which an electrical conductor element in the form of a winding band (24) is located;
- a steering angle sensor (1) for determining a steering angle of the steering handle, which has:
- at least one angle sensor (1) which
- comprising at least one first transmission element (12) designed to interact with a second transmission element (21) following a rotation of the steering handle of the motor vehicle, wherein
- the second gear element (21) is at least partially arranged in the housing (22) of the contact unit (2),
characterized by the fact that
the angle sensor (1) comprises a multiturn sensor device (11) cooperating with the first gear element (12), wherein
the second gear element (21) at least partially surrounds the winding belt (24).

Description

The invention relates to a steering device for a motor vehicle according to claim 1.

Sensors for determining the steering angle of a steering wheel (the "steering angle" or "steering wheel angle") are known in the prior art. These known steering angle sensors must be arranged, at least partially, below a contact unit of the steering wheel, which results in an increased installation space requirement. One such steering angle sensor is used, for example, in the DE 10 2014 102 982 A1 described. From the DE 10 2014 210 518 A1 A steering angle sensor for detecting a steering angle of a steering shaft over an angle range greater than 360° is known.

The problem to be solved by the invention is to provide a steering device with a steering angle sensor that requires as little additional installation space as possible and can be implemented in the simplest way possible.

This problem is solved by providing a steering device with the features of claim 1. Further developments of the invention are specified in the dependent claims.

• - einer Kontakteinheit, die ausgebildet ist, eine elektrischen Verbindung zwischen mindestens einer an einer Lenkhandhabe der Lenkvorrichtung angeordneten Komponente und einer außerhalb der Lenkvorrichtung befindlichen Komponente herzustellen, wobei
• - die Kontakteinheit ein Gehäuse aufweist, in dem sich ein elektrisches Leiterelement in Form eines Wickelbandes befindet;
• - einem Lenkwinkelsensor zum Bestimmen eines Lenkwinkels der Lenkhandhabe, der aufweist:
• - mindestens einen Winkelsensor, der
• - mindestens ein erstes Getriebeelement umfasst, das ausgebildet ist, mit einem zweiten, einer Rotation der Lenkhandhabe des Kraftfahrzeugs folgenden Getriebeelement zusammenzuwirken, wobei
• - der Winkelsensor eine mit dem ersten Getriebeelement zusammenwirkende Multiturn-Sensorvorrichtung aufweist, wobei
• - das zweite Getriebeelement zumindest teilweise in dem Gehäuse der Kontakteinheit angeordnet ist das Wickelband zumindest teilweise umgibt.

Then a steering device for a motor vehicle is provided, with

• - a contact unit configured to establish an electrical connection between at least one component arranged on a steering handle of the steering device and a component located outside the steering device, wherein
• - the contact unit has a housing in which an electrical conductor element in the form of a winding band is located;
• - a steering angle sensor for determining the steering angle of the steering handle, which features:
• - at least one angle sensor that
• - comprising at least one first transmission element designed to interact with a second transmission element following a rotation of the steering handle of the motor vehicle, wherein
• - the angle sensor has a multiturn sensor device that interacts with the first gear element, wherein
• - the second gear element is at least partially located in the housing of the contact unit and at least partially surrounds the winding belt.

The multi-turn sensor device enables a space-saving design for the steering angle sensor. Furthermore, by using a multi-turn sensor device to determine the number of steering wheel rotations, a memory for temporarily storing the number of detected rotations and, consequently, a constant power supply for that memory can be eliminated. This increases the operational reliability of the steering system and thus of the entire vehicle, as the absolute steering angle is detected even when the vehicle ignition is switched off. For example, the multi-turn sensor device, especially without an additional electrical buffer, can detect at least two rotations (i.e., 2 × 360°) of the steering wheel. It is conceivable that up to 50 rotations could be registered.

The steering handle is, for example, designed in the form of a steering wheel with a rim that at least partially surrounds a central area of the steering wheel (in particular a hub). However, it is also conceivable that the steering handle is any other element rotatable about a steering axis for specifying a wheel steering angle. The steering axis is, in particular, defined by the vehicle's steering column. It is also conceivable that the invention is used in connection with a steer-by-wire steering system that does not have a steering column for the mechanical transmission of a rotation of the steering handle to the vehicle wheels.

The multiturn sensor device is, for example, a magnetic multiturn sensor device, whereby the storage of detected revolutions can be carried out magnetically by the multiturn sensor device itself.

For example, the multiturn sensor device comprises a magnetizable and/or conductive structure and at least one magnetic element, wherein the magnetizable or conductive structure and the magnetic element are rotatable relative to each other. The multiturn sensor device is designed, for example, such that the magnetizable and/or conductive structure and/or the magnetic element—viewed in a direction perpendicular to a steering axis of the vehicle—can be located, at least partially, next to a receptacle for an electrical conductor element of a contact unit of the vehicle associated with the steering handle and/or next to the electrical conductor element of the contact unit. The receptacle in which the electrical conductor element is located is formed by a housing or a housing section of the contact unit.

The contact unit primarily serves to establish an electrical connection between vehicle components (for example, a power supply or control unit) located outside the steering mechanism and components (for example, switches and/or displays) attached to the steering handle of the steering mechanism. The electrical conductor element is designed in the form of a conductor strip (wound strip).

It is possible that the magnetic element is fixed to the first gear element and follows its rotation. It is conceivable that the magnetic element is attached to an axle of the first gear element. It is also possible that the magnetic element is attached to a housing fixed to the first gear element. For example, the magnetic element could be in the form of a disc.

The magnetic element is, in particular, in the form of a permanent magnet. The magnetizable and/or conductive structure is, for example, a magnetizable and/or conductive strip of material and is, in particular, mounted at a distance from the magnetic element such that the latter is rotatable relative to the material strip. Specifically, the magnetizable and/or conductive structure is mounted in the vehicle such that the magnetic field of the magnetic element acts upon it. For example, the magnetizable and/or conductive structure is arranged on a carrier (for example, in the form of a printed circuit board) that does not rotate with the first transmission element. When the first transmission element rotates, the magnetic element also rotates, so that a rotating magnetic field acts upon the magnetizable and/or conductive structure.

The magnetizable and/or conductive structure, for example, has a spiral shape. It is also conceivable that it is made of GMR (giant magnetoresistance material). A rotating magnetic field acting on the magnetizable and/or conductive structure during rotation of the first gear element can cause a change in the positions of the structure's magnetic domains, i.e., the areas between differently magnetized sections of the structure. The magnetizable and/or conductive structure thus stores the number of rotations of the magnetic field. Based on the positions of the magnetic domains, the angle of rotation and the number of rotations of the magnetic field acting on the structure, and thus of the first gear element, can be determined. Conversely, the angle of rotation and the number of rotations of the second gear element, i.e., the steering handle, can be determined based on the angle of rotation and/or the number of rotations of the first gear element.

A multiturn sensor device that determines the number of rotations of a magnetic field based on the domain positions is described in the DE 10 2017 104 551 A1 described. This document is hereby expressly referenced with regard to the multiturn sensor device. For example, the multiturn sensor device of the steering angle sensor according to the invention is one described in the DE 10 2017 104 551 A1 described sensor. It is conceivable, for example, that the multiturn sensor device of the steering angle sensor according to the invention comprises a sensor according to one of claims 9 to 13 of the DE 10 2017 104 551 A1 exhibits, wherein the "magnetic strip" mentioned therein corresponds to the magnetizable and/or conductive structure mentioned above.

It is also conceivable that the magnetizable and/or conductive structure is part of an integrated sensor circuit. For example, the integrated sensor circuit includes control and/or evaluation electronics, which, based on the state (especially its magnetic state) of the magnetizable and/or conductive structure, can determine the position of the magnetic element and thus the steering angle and/or the number of turns of the steering handle. It is conceivable that the integrated sensor circuit is designed like the ADMT4001 sensor component (Analog Devices). Furthermore, it is possible that the integrated sensor circuit, as already explained above with regard to the magnetizable and/or conductive structure, is located next to the receptacle for an electrical conductor element of the vehicle's contact unit associated with the steering handle and/or next to the electrical conductor element of the contact unit.

The first transmission element is designed in particular in the form of a gear or a gear segment, i.e. in the form of an element whose teeth at least partially revolve around an axis of rotation.

The housing of the contact unit is, for example, a single piece. However, it is also possible that it is a multi-part housing. The housing forms the receptacle for the electrical conductor element, with the second gear element also being at least partially arranged in this receptacle.

The second transmission element is designed and arranged in such a way that it at least partially rotates around a steering axis about which the steering handle is rotatable.

Furthermore, it is conceivable that the housing (especially a housing top) forms or has a structure (centering structure) that centers the first gear element. This structure is, for example, designed as a pin (e.g., integrally connected to the housing) or other raised structure, which is aligned, in particular, along an axis of rotation of the first gear element and engages, in particular, in a corresponding recess of the first gear element. Conversely, the first gear element could, of course, also be provided with a raised structure that engages in a corresponding recess of the housing.

It is possible that the first gear element is at least partially located within the housing of the contact unit. For example, the housing could form a corresponding receiving area for the first gear element. It is also possible that the housing of the contact unit could have a first receiving area for the first gear element and a second receiving area for the second gear element. Of course, the first gear element could also be housed in a separate housing from the contact unit, and this housing could, in particular, form or have the aforementioned centering structure.

• 1 einen Lenkwinkelsensor gemäß einem Ausführungsbeispiel der Erfindung;
• 2 den Lenkwinkelsensor aus 1 zusammen mit einer Kontakteinheit eines Fahrzeugs in Explosionsdarstellung; und
• 3 den Lenkwinkelsensor aus 1 und die Kontakteinheit in teilweise geschnittener Draufsicht.

The invention will be explained in more detail below with reference to exemplary embodiments and the figures. The figures show:

• 1 a steering angle sensor according to an embodiment of the invention;
• 2 the steering angle sensor 1 together with a vehicle contact unit in exploded view; and
• 3 the steering angle sensor 1 and the contact unit in a partially cutaway top view.

1 Figure 1 shows a steering angle sensor 1 according to the invention for detecting the steering angle of a steering handle of a steering device of a motor vehicle, wherein the steering angle sensor 1 comprises an angle sensor with a multi-turn sensor device 11, which interacts with a first transmission element in the form of a first gear 12. The multi-turn sensor device 11 has a magnetic element in the form of a magnetic disk 111, which is rotationally fixed to a shaft 112. The first gear 12 is also connected to the shaft 112, so that a rotation of the gear 12 is transmitted to the magnetic disk 111. The magnetic disk 111 is located in a housing 113 of the steering angle sensor 1, with the first gear 12 being arranged above the housing 113. It is also conceivable that the rotation of the first gear 12 is transmitted to the magnetic disk 111 via the housing 113.

The multiturn sensor device 11 further comprises a (in 1 (Not visible) a magnetizable and/or conductive structure arranged on a substrate in the form of a printed circuit board 114. The printed circuit board 114 is vehicle-mounted, i.e., it does not follow the rotation of the first gear 12, so that when the first gear 12 rotates, a relative movement occurs between the magnetic disk 111 and the magnetizable and/or conductive structure. This relative movement causes a change in the magnetic properties of the magnetizable and/or conductive structure, which allows conclusions to be drawn about the angle and/or number of rotations of the magnetic disk 111, as explained above. It is conceivable that the magnetizable and/or conductive structure is part of a correspondingly designed integrated sensor circuit 115, as also described above. The sensor circuit 115 is electrically contacted, for example, by means of conductor tracks on the printed circuit board 114.

The first gear 12 engages with a second gear element in the form of a second gear 21, which is connected to a contact unit 2 ( 2 and 3 ) of the steering device. The second gear 21 is arranged and designed such that it follows the rotation of the steering handle of the steering device. Accordingly, the rotation of the steering handle is transmitted to the first gear 12 by means of the second gear 21, so that the steering angle and/or the number of revolutions of the steering handle can be determined with the aid of the multiturn sensor device 11. For example, the second gear 21 is connected to a steering axis (in particular a steering column) that interacts with the steering handle.

As in the 2 and 3 As shown, the second gear 21 is arranged in a receptacle 23 formed by a housing 22 of the contact unit 2. The first gear 12 projects into the receptacle 23 through a recess 2121 in a side wall 212 of a lower housing part 211.

Furthermore, the housing 22 of the contact unit 2 contains an electrical conductor element in the form of a winding band 24. The second gear 21 at least partially surrounds the winding band 24, and it is conceivable that the winding band 24, together with the second gear 21, is arranged in the receptacle 23. The multiturn sensor device 11 is designed such that the Mag The magnetic disc 111 is located at least partially laterally or radially, i.e., in a direction perpendicular to the steering axis, next to the receptacle 23 and/or the winding belt 24. For example, the magnetic disc 111 is arranged next to the contact unit 2. It is also conceivable that the sensor circuit 115 is likewise located at least partially laterally next to the receptacle 23 and/or the winding belt 24. It is also possible that the sensor circuit 115 is located completely outside the contact unit 2.

The multiturn sensor device 11 and the first gear 12 are housed in a further housing 13, wherein the circuit board 114 is located at least partially in a lower housing part 131 and the first gear 12 is arranged at least partially in an upper housing part 132. It is possible that the housing 13 (for example, the upper housing part 132) is at least partially integrally connected to the housing 22 of the contact unit 2. It is also conceivable, of course, that the housing 13 is formed completely separately from the housing 22 of the contact unit 2 and is located next to the housing 22 of the contact unit 2 and not below the contact unit 2. The upper housing part 132 and the lower housing part 131 are made of plastic, for example, by injection molding.

The upper housing part 132 may also have a centering structure, either formed or integrally molded, which centers the first gear 12. For example, the (particularly raised) structure engages with a corresponding central structure of the first gear 12. It is conceivable that the centering structure is a pin that engages in a recess 121 of the first gear 12. Conversely, it is also possible that the first gear 12 forms a raised structure that engages with a centering structure formed as a recess in the upper housing part 132. The centering structure is, for example, integrally connected to the upper housing part 132 or the gear 12. However, it is also conceivable that it is a separate part (e.g., a pin) that is connected to the upper housing part 132 or the gear 12. For example, the separate part is pressed into the housing top 132 or the gear 12, or inserted into the injection molding tool before the housing top 132 or the gear 12 is manufactured by injection molding.

Claims (13)

Steering device for a motor vehicle, comprising: - a contact unit (2) configured to establish an electrical connection between at least one component arranged on a steering handle of the steering device and a component located outside the steering device, wherein: - the contact unit (2) has a housing (22) in which an electrical conductor element in the form of a winding band (24) is located; - a steering angle sensor (1) for determining a steering angle of the steering handle, comprising: - at least one angle sensor (1) comprising: - at least one first transmission element (12) configured to interact with a second transmission element (21) that follows a rotation of the steering handle of the motor vehicle, wherein: - the second transmission element (21) is arranged at least partially in the housing (22) of the contact unit (2), characterized in that the angle sensor (1) has a multiturn sensor device (11) interacting with the first transmission element (12), wherein the second transmission element (21) at least partially surrounds the winding band (24). Steering device according to Claim 1 , characterized in that the multiturn sensor device (11) is a magnetic multiturn sensor device. Steering device according to Claim 1 or 2 , characterized in that the multiturn sensor device (11) comprises a magnetizable and/or conductive structure and at least one magnetic element (111), wherein the magnetizable and/or conductive structure and the magnetic element (111) are rotatable relative to each other. Steering device according to Claim 3 , characterized in that the multiturn sensor device (11) is designed such that the magnetizable and/or conductive structure and/or the magnetic element (111) - viewed in a direction perpendicular to a steering axis of the motor vehicle about which the steering handle is rotatable - can be arranged at least partially next to a receptacle (23) formed by the housing (22) for the electrical conductor element (24). Steering device according to Claim 3 or 4 , characterized in that the magnetic element (111) is designed in the form of a disk. Steering device according to Claim 3 until 5 , characterized in that the magnetic element (111) is a permanent magnet. Steering device according to one of the Claims 3 until 6 , characterized in that the magnetic element (111) is connected to the first gear element (12) in a rotationally fixed manner. Steering device according to one of the Claims 3 until 7 , characterized in that the magnetic element (111) is attached to a housing that is non-rotatably connected to the first gear element (12). Steering device according to one of the Claims 3 until 8 , characterized in that the magnetizable and/or conductive structure is arranged on a support (114) which does not follow a rotation of the first gear element (12). Steering device according to one of the preceding claims, characterized in that the first transmission element (12) is a gear or a gear segment. Steering device according to one of the preceding claims, characterized in that the second transmission element (21) is a steering axis about which the steering handle is rotatable, at least partially rotating. Steering device according to one of the preceding claims, characterized in that the housing (22) forms a structure that centers the first transmission element (12). Steering device according to Claim 12 characterized by the fact that the structure is formed in the shape of a pin or a depression.