DE102014224296A1 - Steering arrangement for a vehicle and vehicle with the steering assembly - Google Patents

Abstract

Vehicles of conventional design usually have a steered and an unguided axle. In the steered axle, two wheels of the axle can be pivoted about a steering angle to allow cornering of the vehicle. While at first glance a steered axle thus seems to represent a comparatively simple construction, a closer look reveals a large number of design-related disturbance variables which can develop into disturbing influences on the steering wheel that are unpleasant for the driver. It is a steering assembly 1 for a vehicle 2 with a wheel 4, wherein the wheel 4 has a Raddrehachse 5, with a support structure 24, wherein the wheel 4 is pivotable relative to the support structure 24 about a Spreizachse 9, with a transmission shaft 12, 25th for transmitting a torque to the wheel 4, with a hinge device 13, wherein the hinge device 13, the transmission shaft 12, 25 as a first joint partner and a second joint partner 14 connects, wherein the second joint partner 14 is operatively connected to the Raddrehachse 5, and wherein the transmission shaft 12, 25 and the second joint partner 14 occupy a joint angle alpha, and proposed with an adjusting device 22 for changing the joint angle alpha.

Description

The invention relates to a steering arrangement for a vehicle with a wheel, wherein the wheel has a wheel rotation axis, with a support structure, wherein the wheel is pivotable about a steering angle relative to the support structure about a Spreizachse, with a transmission shaft for transmitting a torque to the wheel, with a hinge device, wherein the hinge device connects the transmission shaft as a first joint partner and a second joint partner, wherein the second joint partner is operatively connected to the Raddrehachse, and wherein the transmission shaft and the second joint partner occupy a joint angle. The invention further relates to a vehicle with this steering arrangement.

Vehicles of conventional design usually have a steered and an unguided axle. In the steered axle, two wheels of the axle can be pivoted about a steering angle to allow cornering of the vehicle. While at first glance a steered axle thus seems to represent a comparatively simple construction, a closer look reveals a large number of design-related disturbance variables which can develop into disturbing influences on the steering wheel that are unpleasant for the driver.

For example, the document discusses DE 10 2011 079 859 A1 this issue and counts as causes of disturbing drive influences in the steering, among other different Gelenkwellenbeugewinkel on the left and right, the propeller shaft friction, lateral tire deformation, tire tracking and kinematic caster and different sized drive lever arms. Furthermore, in differentials with a locking degree in cornering, driving torques of different magnitude occur on the left / right, which may likewise have an influence on the steering torque.

It is an object of the present invention to propose a steering arrangement for a vehicle, which allows a comfortable and safe driving. This object is achieved by a steering arrangement with the features of claim 1 and by a vehicle having the features of claim 10. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description and the accompanying drawings.

The subject of the invention is thus a steering arrangement which is suitable and / or designed for a vehicle. The vehicle is in particular a passenger car, a truck, a bus or another mobile. In particular, the steering assembly forms a portion of a steered axle of the vehicle. The steering arrangement is preferably designed as a partial section of a front axle, in particular a steered front axle. In particular, the steering assembly is designed as a suspension according to the McPherson principle, as a double wishbone axle, as a multi-link axle or as a crank arm axis.

The steering assembly includes a wheel, the wheel having a wheel rotational axis about which the wheel rotates during operation. For example, the wheel may have a rim and a rubber tire in conventional construction. Rim and rubber tires then rotate together with the wheel axis.

Further, the steering assembly has a support structure, wherein the support structure is designed in particular as a vehicle frame, support frame, engine mount or as a front axle. In particular, the support structure forms part of a sprung mass of the vehicle. The steering arrangement is designed so that the wheel is pivotable about a steering angle relative to the support structure about a spreading axis. The spreading axis can also be referred to as a steering axis.

The steering assembly includes a transmission shaft for transmitting torque to the wheel. The torque may be configured as a drive torque. Alternatively or additionally, the torque may be formed as a brake torque. The transmission shaft is preferably designed for coupling to a traction drive or coupled thereto. The traction drive can generate the drive torque, which transmits via the transmission shaft, in particular designed as a drive shaft, to the wheel. Optionally in addition, the traction drive can generate the braking torque, which is also transmitted via the transmission shaft.

Alternatively, the transmission shaft is formed with a brake device for generating the brake torque, wherein the transmission shaft passes the brake torque to the wheel. Optionally, the traction drive or the braking device form part of the steering arrangement.

The steering arrangement has a joint device, a first and a second joint partner, wherein the joint device hingedly, in particular pivotally connects the first and the second joint partner, wherein the transmission shaft forms the first joint partner. In particular, the joint device is designed as a constant-velocity joint device. The second joint partner is operatively connected to the Raddrehachse optionally via further intermediate elements, so that the torque from the transmission shaft on the Joint device and the second joint partner can be passed to the Raddrehachse.

In possible structural embodiments of the invention, the second joint partner is formed as an intermediate shaft, wherein the intermediate shaft is connected via a further hinge means articulated to the Raddrehachse. It is particularly preferred that in a straight ahead of the steering assembly, the wheel rotation axis and the second joint partner are in alignment.

The transmission shaft and the second joint partner define a joint angle. In particular, the hinge device forms a joint pivot point, wherein the joint angle embodies itself as the intermediate angle between the first and the second joint partner in or at the joint pivot point.

In the context of the invention, it is proposed that the steering arrangement has an adjusting device for changing the joint angle. In particular, the adjusting device is designed as an actuator device, which is particularly preferably operated with external energy. For example, the actuator device can be operated electrically, hydraulically, pneumatically, etc. It can be provided, for example, that the adjusting device acts on the first joint partner and / or on the second joint partner. Further or additional embodiments for a possible point of application are disclosed below.

It is a consideration of the invention that it has already been discovered that dipping the wheel relative to the support structure results in a change in the joint angle and the change in joint angle results in a change in forces and / or moments, particularly torques, in the steering assembly , This effect has hitherto been perceived as a disturbance variable - as for example in the introductory document - and has been dampened by various measures. In the context of the invention, however, it is proposed to use an adjusting device to selectively influence the joint angle and thereby use the disturbance as a manipulated variable in the steering assembly. It is provided in particular that the adjusting device is used to change the articulation angle independently of a dipping of the wheel and / or independently of a set steering angle in order to generate or change the manipulated variable. This opens up the actuator as actuator means opportunities to intervene in a controlled and / or targeted in the driving behavior and / or the steering characteristics of the vehicle by changing the joint angle.

In a preferred embodiment of the invention, the adjusting device is designed to pivot the transmission shaft relative to the support structure about the hinge device as a pivot point. With this embodiment, it is emphasized that the change in the joint angle does not occur by a random driving dynamic effect, but an overlay to the driving dynamics effects and thus is designed as an additional independent manipulated variable.

In a preferred embodiment of the invention, the change of the joint angle takes place at least partially or component by component in a projection plane. In this case, the projection plane is spanned by the wheel rotation axis and / or the second joint partner and by the wheel contact point of the wheel, in particular when the vehicle is traveling straight ahead. The wheel contact point is the contact point of the wheel on the ground in a radial plane to the Raddrehachse, which is arranged with respect to the axial direction to the Raddrehachse centrally or symmetrically in the wheel. Alternatively or additionally defined, the wheel contact point is the intersection of a wheel center plane on a road surface. Alternatively or additionally, it can be provided that the change in the joint angle takes place at least partially or component by component in a vertical and / or vertical direction. Componentwise or partially means in this context that the joint angle can also protrude from the projection plane, but results in a projection of the joint angle to the projection plane of the part or component.

If one considers the steering arrangement, in particular in a simplified model, then the joint device defines one or the joint pivot point. Further, the spreading axis pierces the Raddrehachse in an axial intersection. It is preferably provided that the further articulation device forms the axial intersection point. An effective axis of rotation may be defined which is formed as a parallel to an angle bisector of the joint angle in the projection plane and which passes through the axis intersection defined above. The penetration point of the effective axis of rotation in the projection plane through a bottom line, which is defined by the bearing surface of the wheel and which in particular when traveling straight ahead parallel to the Raddrehachse passes through the Radaufstandspunkt. The steering arrangement is designed such that the penetration point is displaced along the floor line as a result of the change in the joint angle.

The distance between the puncture point and the wheel contact point can also be defined as the length of a drive lever, wherein the Steering assembly is formed to change the length of the drive lever by changing the joint angle. The drive lever or its length is the expert, for example, from the textbook of Matschinsky, W .: Wheel Guides of Road Vehicles: Kinematics, Elasto-Kinematics and Construction; 2007 Springer-Verlag, ISBN: 978-3-540-71196-4 , known. By changing the length of the driving force lever, a steering torque of the wheel is changed, so that, for example, a restoring force of the wheel can be selectively changed by adjusting the length of the driving force lever. In particular, the driving force lever may be displaced from a length zero, with the piercing point being in the wheel contact point, to a maximum length, wherein the piercing point is located in the axial direction on an inner or outer side outside the wheel.

In a preferred development of the invention, the steering arrangement has a wheel-selective motor. The wheel-selective motor is assigned exclusively to the wheel of the steering assembly. In the preferred embodiment, the motor is pivoted together with the transmission shaft by the adjusting device to change the joint angle. In this development, the motor is particularly preferably designed as an electric motor. The electric motor can be connected via electrical lines, so that it can be arranged in a simple manner pivotally relative to the support structure.

In this context, it is particularly preferably provided that the transmission shaft, in particular as the drive shaft, is designed as a rotor shaft of the electric motor or at least rotatably connected thereto. This embodiment allows a compact realization of the invention. The compact implementation of the common pivoting of the engine and transmission shaft is simplified.

It is particularly preferred that the joint device and / or the joint pivot point is arranged in the engine. For example, the rotor shaft is designed as a hollow shaft, wherein the hinge device and / or the hinge pivot point is arranged, for example, in the axial direction to the rotor shaft and / or to the rotor and / or to a stator centered or in the center of gravity of the electric motor. In this embodiment, the electric motor in a particularly simple manner can be pivoted about the hinge device and / or the pivot point, wherein at the same time the rotor shaft is pivoted as a transmission shaft to the hinge device and / or the joint pivot point to change the joint angle. This embodiment thus provides a particularly simple pivoting of the electric motor, since this can be positioned so that it can be pivoted about its own center of gravity or at least close to the center of gravity.

In a preferred embodiment of the invention, the steering arrangement comprises a control device, wherein the control device and the adjusting device together can form a control for changing the joint angle. In particular, the control device and setting device together form a setting circuit and / or control loop for controlling the joint angle. In a possible development of the invention, the control device can be designed to control the adjusting device for changing the restoring force of the wheel, for implementing a torque vectoring, etc.

Another object of the invention relates to a vehicle, which has been described a steering arrangement such as this or according to one of the preceding claims. In particular, the vehicle has two such steering arrangements, wherein the control means are preferably formed as a common control arrangement. In particular, it is provided that the two adjusting devices are actuated asymmetrically or unequally in order to be able to adjust the cornering behavior of the vehicle and / or the restoring force of the wheels independently of one another.

In a further development of the invention, the two steering arrangements can also be used to steer the vehicle by changing the joint angle or at least to support the steering. In this development, it can also be provided that the steering arrangements are supplied with a first operating voltage by a first voltage supply and an electrical steering device for adjusting a steering angle to the steering arrangements are supplied with a second operating voltage by a second voltage supply, the first and the second voltage supply are formed independently of each other. In this embodiment, the steering assembly can be used as an emergency system for steering the vehicle.

Further features, advantages and effects of the invention will become apparent from the following description of preferred embodiments of the invention and the accompanying figures. Showing:

1 a schematic representation of a first embodiment of the invention;

2a , b are schematic representations of a second embodiment of the invention.

The 1 shows a highly schematic representation of a steering assembly 1 for a vehicle 2 as an embodiment of the invention. The vehicle 2 is in particular designed as a two-lane vehicle, in particular as a passenger car. The vehicle 2 has a front axle 3 on, on the steered wheels 4 are arranged, with only a section with a wheel 4 is shown. The wheel 4 has a wheel rotation axis 5 on to the the wheel 4 in operation turns. In relation to the wheel rotation axis 5 can be a radial plane 6 which are perpendicular to the Raddrehachse 5 is arranged and which centrally or centrally with respect to an axial direction to the Raddrehachse 5 in the wheel 4 is arranged. At an intersection between a floor line 7 and the radial plane 6 results in a Radaufstandspunkt 8th ,

The wheel rotation axis 5 and the wheel contact point 8th define a projection plane P as an auxiliary plane for further description of the structural design. The projection plane P corresponds to the leaf level of 1 ,

The wheel 4 is a spreading axis 9 pivotable about a steering angle, wherein the spreading axis 9 the wheel rotation axis 5 in an axis intersection 10 cuts. The spreading axis 9 is projected onto the projection plane P and extends obliquely to the projection plane P, so that the spreading axis 9 the projection plane P in exactly one point, namely the axis intersection 10 , cuts.

The drive arrangement 1 has an engine 11 and a transmission wave 12 as a drive shaft, wherein the transmission shaft 12 with the engine 11 is operatively connected, so that the torque, in particular a drive torque and / or a braking torque of the motor 11 on the transmission shaft 12 can be transferred. Furthermore, the steering assembly has a hinge device 13 on. The joint device 13 connects the transmission shaft 12 as a first joint partner with an intermediate shaft 14 as a second joint partner. The joint device 13 defines a pivot point 15 , where the transmission wave 12 relative to the second joint partner - in this case the intermediate shaft 14 - can be swiveled. The intermediate shaft 14 is about another joint device 16 with the wheel rotation axis 5 operatively connected. transmission shaft 12 , Intermediate shaft 14 and wheel rotation axis 5 thus form a torque path for transmitting the torque of the motor 11 on the bike 4 ,

In the in the 1 Shown embodiment are transmission shaft 12 and intermediate shaft 14 in the projection plane P. In modified embodiments, the transmission shaft 12 and / or the intermediate shaft 14 be arranged outside or transverse to the projection plane P.

The transmission wave 12 and the intermediate shaft 14 define, as the first and second joint partner, a joint angle alpha, which in this example is on the bottom line 7 facing side of the arrangement is measured. It can be an angle bisector 17 be defined to the joint angle alpha, which by the Gelenkschwenkpunkt 15 runs. Based on the bisector 17 can be an effective axis of rotation 18 which are parallel to the bisector 17 is arranged, but by the axis intersection 10 runs. The effective axis of rotation 18 pierces the bottom line in its extension 7 and forms a puncture point 19 , The distance between the wheel contact point 8th and the puncture point 19 is used as a drive lever 20 designated. The length of the drive lever 20 is a measure of effective torque around the expansion axis 9 , By changing the drive lever 20 or its length may be the torque around the spreading axis 9 to be changed.

The steering arrangement 1 has an adjusting device 22 on, which is designed as an actuator device and which the joint angle alpha by pivoting the transmission shaft 12 changed. In this case, the pivoting of the transmission shaft 12 take place exclusively in the projection plane P shown, but it can also be a pivoting, which leads out of the projection plane P or this crosses, in which case as the joint angle alpha, the projection of the transmission wave 12 is used in the projection plane P. By changing the joint angle alpha, the inclination of the bisector changes 17 and thus the inclination of the effective axis of rotation 18 , causing the puncture point 19 along the bottom line 7 is moved and the length of the drive lever 20 will be changed. As already explained, the change in the length of the driving lever leads 20 to a change of a torque about the spreading axis 9 , Thus, by the adjusting device 22 the torque around the spreading axis 9 to be influenced.

The steering arrangement 1 has a control device 23 on, which for controlling the adjusting device 22 is trained. The control device 23 can the adjusting device 22 to control the driving behavior and / or the steering behavior of the vehicle 2 to change.

Furthermore, the steering assembly has a support structure 24 on, with the adjusting device 22 at the support structure 24 supports and thereby the transmission shaft 12 relative to the support structure 24 changed. The support structure is eg as a front axle of the vehicle 2 educated.

The 2a , b show a second embodiment of the invention, wherein on the one hand different lengths of the drive lever 20 be adjusted and on the other hand the engine 11 as an electric motor 26 is formed, wherein the rotor shaft 25 of the electric motor 26 the transmission wave 12 forms. The rotor shaft 25 as transmission wave 12 is about the joint device 13 formed with the second joint partner as an intermediate shaft 14 operatively connected as in the embodiment in the 1 ,

However, the joint arrangement is 13 in the axial direction to a stator 27 of the electric motor 26 in the center or in the center of gravity of the electric motor 26 arranged, wherein by the adjusting device 22 the electric motor 26 and thus the rotor shaft 25 as the transmission wave 12 is pivoted.

LIST OF REFERENCE NUMBERS

1

 The steering assembly

2

 vehicle

3

 Front

4

 wheel

5

 wheel rotation

6

 radial plane

7

 bottom line

8th

 wheel contact

9

 expansion axis

10

 Achsschnittpunkt

11

 engine

12

 transmission shaft

13

 joint device

14

 intermediate shaft

15

 Joint pivot point

16

 another joint device

17

 bisecting

18

 effective axis of rotation

19

 Intersection point

20

 Driving force lever

21

 empty

22

 setting device

23

 control device

24

 support structure

25

 rotor shaft

26

 electric motor

27

 stator

P

 projection plane

alpha

 joint angle

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102011079859 A1 [0003]

Cited non-patent literature

• Matschinsky, W .: Wheel Guides of Road Vehicles: Kinematics, Elasto-Kinematics and Construction; 2007 Springer-Verlag, ISBN: 978-3-540-71196-4 [0018]

Claims (10)

Steering arrangement ( 1 ) for a vehicle ( 2 ) with a wheel ( 4 ), where the wheel ( 4 ) a wheel rotation axis ( 5 ), with a supporting structure ( 24 ), where the wheel ( 4 ) relative to the support structure ( 24 ) about a spreading axis ( 9 ) is pivotable, with a transmission shaft ( 12 . 25 ) for transmitting a torque to the wheel ( 4 ), with a hinge device ( 13 ), wherein the joint device ( 13 ) the transmission wave ( 12 . 25 ) as a first joint partner and a second joint partner ( 14 ), wherein the second joint partner ( 14 ) with the wheel rotation axis ( 5 ) and the transmission wave ( 12 . 25 ) and the second joint partner ( 14 ) occupy a joint angle (alpha), characterized by an adjusting device ( 22 ) for changing the joint angle (alpha). Steering arrangement ( 1 ) according to claim 1, characterized in that the adjusting device ( 22 ) is designed to change the joint angle (alpha) the transmission shaft ( 12 . 25 ) relative to the support structure ( 24 ) around the hinge device ( 13 ) to pivot. Steering arrangement ( 1 ) according to claim 1 or 2, characterized in that the change of the joint angle (alpha) at least partially takes place in a projection plane (P), wherein the projection plane (P) through the Raddrehachse ( 5 ) and / or the second joint partner ( 14 ) and by a wheel contact point ( 8th ) is stretched. Steering arrangement ( 1 ) according to claim 3, characterized in that the hinge device ( 13 ) a joint pivot point ( 15 ) defines that the spreading axis ( 9 ) the wheel rotation axis ( 5 ) in an axis intersection ( 15 ) pierces that an effective axis of rotation ( 18 ) as a parallel to an angle bisector ( 17 ) of the joint angle (alpha) in the projection plane (P) passing through the axis intersection ( 15 ) is formed, wherein a puncture point ( 19 ) of the effective axis of rotation ( 18 ) in the projection plane (P) by a bottom line ( 7 ) passing through the bearing surface of the wheel ( 4 ) is shifted by the change of the joint angle (alpha). Steering arrangement ( 1 ) according to claim 4, characterized in that the distance between the puncture point ( 19 ) and the wheel contact point ( 8th ) as the length of a drive lever ( 20 ) is defined, wherein the steering arrangement ( 1 ) is formed by changing the joint angle (alpha) the length of the drive lever ( 20 ) to change. Steering arrangement ( 1 ) according to one of the preceding claims, characterized in that the steering arrangement ( 1 ) a wheel-selective motor ( 11 ), wherein for changing the joint angle (alpha) of the engine ( 11 ) together with the transmission wave ( 12 . 25 ) by the adjusting device ( 22 ) is pivoted. Steering arrangement ( 1 ) according to claim 6, characterized in that the engine ( 11 ) as an electric motor ( 26 ) and the transmission wave ( 12 ) as a rotor shaft ( 25 ) of the electric motor ( 26 ) is trained. Steering arrangement ( 1 ) according to claim 6 or 7, characterized in that the hinge device ( 13 ) and / or the joint pivot point ( 15 ) in the engine ( 11 . 26 ) is arranged. Steering arrangement ( 1 ) according to one of the preceding claims, characterized by a control device ( 23 ), wherein the control device ( 23 ), the adjusting device ( 22 ) to change the joint angle (alpha). Vehicle ( 2 ), characterized by a steering arrangement ( 1 ) according to any one of the preceding claims.

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