DE102016109493A1 - LENKWELLENDOPPELGELENK FOR A MOTOR VEHICLE AND STEERING SYSTEM FOR A MOTOR VEHICLE - Google Patents

Abstract

The invention relates to a steering shaft double joint (5) for a motor vehicle, wherein the shaft end (12a) of the first shaft (12) and the shaft end (16a) of the second shaft (16) between the two joints (10, 14) has a toothing (12b, 12b). 16b, 16c), wherein the toothing (12b; 16c) of the shaft end (12a) of the first shaft (12) and the toothing (16b; 16c) of the shaft end (16a) of the second shaft (16) are engaged in this way in that these form an angling of the shafts (12, 16) enabling centering device (20). The invention further relates to a steering system (1) for a motor vehicle.

Description

The invention relates to a steering shaft double joint for a motor vehicle. The invention further relates to a steering system for a motor vehicle.

State of the art

A known double joint arrangement in steering shaft double joints is, for example, the double universal joint with a ball joint arranged between two joint crosses. In these known arrangements of double universal joints two articulated crosses are movable about a joint cross axis with one fork at the two shaft ends and connected to the other hinge axis movable on a connecting housing. A centering is done by a hinge connection of both shaft ends within the connection housing of a metallic joint ball on the one shaft end and a cylindrical, also metallic receptacle on the other shaft end, in which engages the ball joint.

The connecting housing forms a cavity in the interior, which creates a free space for the movement of the centering articulation and is matched in size to the maximum angular deflection of the two shaft ends relative to the straight axis.

A double universal joint of this type explained above is known from EP 0 469 396 B1 known. A disadvantage of the known double joint arrangements, the large number of parts required and the high wear by the surface pressure of the ball joint in contacting the recording of the respective shaft ends.

The invention is thus based on the object to provide an improved steering double shaft joint for a motor vehicle, which has a small number of parts and in operation a low wear of the engaged shaft ends of the respective shafts.

The object is achieved with a steering shaft double joint for a motor vehicle having the features of patent claim 1. Furthermore, the object is achieved with a steering system for a motor vehicle having the features of patent claim 12.

Disclosure of the invention

The present invention provides a steering shaft double joint for a motor vehicle, comprising a first joint and a rotatably connected shaft end of a first shaft, and a second joint and a rotatably connected shaft end of a second shaft, wherein the first joint and the second joint in a Joints connecting housing are movably mounted, characterized in that the shaft end of the first shaft and the shaft end of the second shaft between the two joints have a toothing, wherein the toothing of the shaft end of the first shaft and the toothing of the shaft end of the second shaft are engaged in that these form an angling of the shafts enabling centering device.

The present invention further provides a steering system with a steering shaft having a first shaft and a second shaft, which are angled to each other and rotatably connected by a steering shaft double joint.

An idea of the present invention is that by providing the teeth on the respective shaft ends of the first shaft and the second shaft which are engaged with each other so as to form a centering device enabling bending of the shafts, a small number of parts are required are, since the toothing can be formed, for example, as a single part, which is milled from the solid and integrally formed with the respective shafts or attached to the shaft ends. Furthermore, there is preferably no contact between the centering device and the housing. Therefore, manufacture of the housing is simplified. A slip between the two teeth of the shaft ends of the centering device is preferably not present, because they roll against each other. A rotational resistance when rolling the teeth of the centering device is preferably low and wear of the toothing low. Furthermore, it is advantageously possible to achieve a high degree of freedom of the steering shaft double joint, without increasing a housing dimension.

Advantageous embodiments and further developments emerge from the dependent claims and from the description with reference to the figures.

According to a preferred refinement, it is provided that the first shaft and the second shaft can be bent symmetrically relative to a vertical axis of the steering shaft double joint, wherein a deflection range of the first shaft and the second shaft to a central longitudinal axis of the steering shaft double joint has a bending angle of 0 ° to 35 °. Thus, advantageously, a high deflection angle of the first and second shaft can be achieved without increasing the dimension of the housing.

According to a further preferred embodiment, it is provided that the toothing of the Shaft end of the first shaft and the toothing of the shaft end of the second shaft in each angular position within the Abwinkelungsbereichs during rotation of the first shaft and the second shaft are engaged. Thus, during rotation of the first shaft and the second shaft, it is always possible to center the first shaft and the second shaft to the vertical axis of the steering shaft double joint.

According to a further preferred development, it is provided that the toothing of the shaft end of the first shaft and the toothing of the shaft end of the second shaft is formed by a plurality of circular sections arranged concentrically around a central longitudinal axis of the shafts. The circular formation advantageously makes it possible for the respective shaft ends of the shafts to always be engaged during rotation of the shafts and to ensure centering of the shafts in the steering shaft double joint.

According to a further preferred embodiment, it is provided that the toothing of the shaft end of the first shaft and the toothing of the shaft end of the second shaft is formed around the central longitudinal axis of the shafts hollow cylindrical or hollow spherical. Such a design of the toothing has the advantage that the toothing of the first shaft end and the toothing of the second shaft end in any angular position to each other in an optimal engagement.

According to a further preferred refinement, it is provided that in hollow-spherical design of the toothing, the toothing of the shaft end of the first shaft is hemispherical in shape and the toothing of the shaft end of the second shaft is hemispherical. Thus, advantageously, the plurality of hemispherical portions of the toothing can be arranged one inside the other.

According to a further preferred embodiment, it is provided that the plurality of, about the central longitudinal axis of the waves concentrically arranged portions of the toothing of the shaft end of the first shaft and the toothing of the shaft end of the second shaft are each offset in the radial direction to each other. The mutually offset in the radial direction arrangement of the teeth of the first shaft end to the toothing of the second shaft end allows advantageously the meshing of the teeth of the first shaft end and the toothing of the second shaft end.

According to a further preferred embodiment, it is provided that the toothing of the shaft end of the first shaft and the toothing of the shaft end of the second shaft are formed spirally about a central longitudinal axis of the shafts. The helical configuration of the toothing of the respective shaft ends of the first shaft and the second shaft advantageously has an improved mechanical strength.

According to a further preferred development, it is provided that the helically formed toothing has a spiral or a plurality of mutually offset spirals. The provision of a plurality of mutually offset spirals allows advantageously a change in the mechanical properties and the direction in which forces can be absorbed by the toothing.

According to a further preferred embodiment, it is provided that an inner portion of the toothing in the radial direction of the shafts is formed longer in the axial direction of the shafts than an outer portion of the toothing. This offset in the axial direction arrangement of the respective toothed portions allows the meshing of the respective shaft ends of the waves in the bending of the waves to each other.

According to a further preferred development, it is provided that the toothing of the shaft end of the first shaft and the toothing of the shaft end of the second shaft have an involute toothing in a longitudinal sectional plane of the shafts in each angular position within the angular range. Thus, an optimal engagement of the teeth can be made possible over the entire angular range of the waves in an advantageous manner.

The described embodiments and developments can be combined with each other as desired.

Further possible refinements, developments and implementations of the invention also include combinations, not explicitly mentioned, of features of the invention described above or below with regard to the exemplary embodiments.

Brief description of the drawings

The accompanying drawings are intended to provide further understanding of the embodiments of the invention. They illustrate embodiments and, together with the description, serve to explain principles and concepts of the invention.

Other embodiments and many of the stated advantages will become apparent with reference to the drawings. The illustrated elements of the drawings are not necessarily shown to scale to each other.

Show it:

1 a schematic representation of a portion of a steering system for a motor vehicle with a steering shaft double joint according to a preferred embodiment of the invention;

2 a longitudinal sectional view of the steering shaft dual joint for a motor vehicle according to the preferred embodiment of the invention;

3 a longitudinal sectional view of the steering shaft dual joint for the motor vehicle according to the preferred embodiment of the invention;

4 a schematic representation of a toothing of respective shaft ends of the steering shaft according to the preferred embodiment of the invention;

5 a schematic representation of the toothing of respective shaft ends of the steering shaft of the motor vehicle according to another preferred embodiment of the invention; and

6 a schematic representation of the toothing of respective shaft ends of the steering shaft of the motor vehicle according to the further preferred embodiment of the invention.

In the figures of the drawings, like reference characters designate like or functionally identical elements, components or components unless otherwise indicated.

1 shows a schematic representation of a portion of a steering system for a motor vehicle with a steering shaft double joint according to a preferred embodiment of the invention.

The steering shaft double joint 5 has a first joint 10 and a rotatably connected shaft end 12a a first wave 12 on. The steering shaft double joint 5 also has a second joint 14 and a rotatably connected shaft end 16a a second wave 16 on. The first wave 12 and the second wave 16 are part of a steering shaft 2 of the steering system 1 for the motor vehicle.

The steering shaft double joint 5 has a double fork at a central section 6 on. Both sides of the double fork 6 are each joint forks 9a . 9b arranged. The joint fork 9a has a receiving section 9c for receiving the first wave 12 on. The joint fork 9b has a receiving section 9d for receiving the second wave 16 on. The joint fork 9a is with a housing 18 of the steering shaft double joint 5 over a cone cross 8a connected. The spider is further by means of a plurality of bearings 7a . 7b as well as other (in 1 not shown) bearings on the housing 18 of the steering shaft double joint 5 stored.

The joint fork 9b is with a housing 18 of the steering shaft double joint 5 over a cone cross 8b connected. The spider is further by means of a plurality of bearings 7c . 7d as well as other (in 1 not shown) bearings on the housing 18 of the steering shaft double joint 5 stored.

2 shows a longitudinal sectional view of the steering shaft dual joint for a motor vehicle according to the preferred embodiment of the invention.

The first joint 10 and the second joint 14 are in which the joints 10 . 14 connecting housing 18 movably mounted. The wave end 12a the first wave 12 and the shaft end 16a the second wave 16 point between the two joints 10 . 14 a gearing 12b . 16b on. The gearing 12b of the shaft end 12a the first wave 12 and the gearing 16b of the shaft end 16a the second wave 16 are engaged in such a way that this angling of the waves 12 . 16 enabling centering device 20 form.

3 shows a longitudinal sectional view of the steering shaft dual joint for the motor vehicle according to the preferred embodiment of the invention.

In the illustration shown are the first wave 12 and the second wave 16 to a central longitudinal axis of the steering shaft double joint 5 angled by a bending angle α. The first wave 12 and the second wave 16 are preferably to a vertical axis A _{H of} the steering shaft double joint 5 symmetrically angled. An angular range AB of the first wave 12 and the second wave 16 to the central longitudinal axis A _{MD of} the steering shaft double joint 5 preferably has the bending angle α, which is variable between 0 ° and 35 °.

The gearing 12b of the shaft end 12a the first wave 12 and the gearing 16b of the shaft end 16a the second wave 16 are preferably in any angular position within the angular range AB during rotation of the first shaft 12 and the second wave 16 engaged.

The gearing 12b of the shaft end 12a the first wave 12 and the gearing 16b of the shaft end 16a the second wave 16 point preferably in a longitudinal sectional plane of the waves 12 . 16 in each angular position within the Abwinkelungsbereichs AB an involute toothing on.

4 shows a schematic representation of a toothing of respective shaft ends of the steering shaft according to the preferred embodiment of the invention.

The gearing 12b of the shaft end 12a the first wave 12 and the gearing 16b of the shaft end 16a the second wave 16 are preferably formed by a plurality of, about a central longitudinal axis A _{M of} the waves concentrically arranged, circular portions.

The gearing 12b of the shaft end 12a the first wave 12 and the gearing 16b of the shaft end 16a the second wave 16 are preferably about the central longitudinal axis A _{M of} the waves 12 . 16 hollow cylindrical. Alternatively, the gearing 12b of the shaft end 12a the first wave 12 and the gearing 16b of the shaft end 16a the second wave 16 be formed, for example, hollow spherical. In hollow spherical design of the teeth 12b . 16b is the gearing 12b of the shaft end 12a the first wave 12 preferably formed hemispherical and the teeth 16b of the shaft end 16a the second wave 16 preferably also formed hemispherical. Thus, the respective hemispherical toothings can preferably optimally intermesh.

The majority of about the central longitudinal axis A _{M of} the waves 12 . 16 concentrically arranged sections 12d . 12e . 12f . 12g . 16d . 16e . 16f . 16g the gearing 12b of the shaft end 12a the first wave 12 and the gearing 16b of the shaft end 16a the second wave 16 are preferably each offset in the radial direction R _R to each other.

Radial direction R _{R of} the waves 12 . 16 inner section 12d . 16d the gearing 12b . 16b is preferably in the axial direction R _{A of} the waves 12 . 16 longer than an outer section 12g . 16g the gearing 12b . 16b educated.

5 shows a schematic representation of the toothing of respective shaft ends of the steering shaft of the motor vehicle according to another preferred embodiment of the invention.

The gearing 12c of the shaft end 12a the first wave 12 and the gearing 16c of the shaft end 16a the second wave 16 are preferably about the central longitudinal axis A _{M of} the waves 12 . 16 formed spirally. The spiral-shaped toothing 12c . 16c preferably each has a spiral 12h . 16h on. The spiral 12h . 16h preferably extends from a center adjacent to the central longitudinal axis A _{M of} the waves 12 . 16 spiral outwards. Radial direction R _{R of} the waves 12 . 16 inner section of the gearing 12c . 16c is preferably in the axial direction R _{A of} the waves 12 . 16 longer than an outer portion of the toothing 12c . 16c educated.

6 shows a schematic representation of the toothing of respective shaft ends of the steering shaft of the motor vehicle according to the further preferred embodiment of the invention.

The illustrated gearing 12c . 16c In the present embodiment, it preferably has a plurality of mutually offset spirals 12i . 12j . 12k . 16i . 16j . 16k on. The plurality of spirals preferably extend spirally outwardly from a point located adjacent to the central _longitudinal axis A _M. As well as in the 5 illustrated embodiment is a radial direction R _{R of} the waves 12 . 16 arranged inner section of the gearing 12c . 16c in the axial direction R _{A of} the waves 12 . 16 longer than an outer portion of the toothing 12c . 16c educated.

Although the present invention has been described above with reference to preferred embodiments, it is not limited thereto but is modifiable in a variety of ways. In particular, the invention can be varied or modified in many ways without deviating from the gist of the invention.

For example, a shape, size and / or a material selection of the steering shaft double joint, the teeth and / or the shaft ends of the waves can be adapted to respective requirements.

LIST OF REFERENCE NUMBERS

1

steering system

2

steering shaft

5

Steering shaft double joint

6

double fork

7a, 7b

camp

7c, 7d

camp

8a, 8b

spider

9a, 9b

yoke

9c, 9d

receiving portion

10

first joint

12

first wave

12a

Shaft end of the first wave

14

second joint

16

second wave

16a

Shaft end of the second shaft

12b, 12c

gearing

16b, 16c

gearing

18

casing

20

centering

α

flexion angle

FROM

Abwinkelungsbereich

A _H

Vertical axis of the steering shaft double joint

A _M

Center longitudinal axis of the waves

12d, 12e, 12f, 12g

Sections of gearing

R _R

radial direction

R _A

axially

12h, 16h

spiral

12i, 12y, 12k

spirals

16i, 16y, 16k

spirals

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

• EP 0469396 B1 [0004]

Claims (12)

Steering shaft double joint ( 5 ) for a motor vehicle, with a first joint ( 10 ) and a non-rotatably connected shaft end ( 12a ) of a first wave ( 12 ), and with a second joint ( 14 ) and a non-rotatably connected shaft end ( 16a ) a second wave ( 16 ), the first joint ( 10 ) and the second joint ( 14 ) in one of the joints ( 10 . 14 ) connecting housing ( 18 ) are movably mounted, characterized in that the shaft end ( 12a ) of the first wave ( 12 ) and the shaft end ( 16a ) of the second wave ( 16 ) between the two joints ( 10 . 14 ) a gearing ( 12b . 16b ; 12c . 16c ), wherein the toothing ( 12b ; 12c ) of the shaft end ( 12a ) of the first wave ( 12 ) and the gearing ( 16b ; 16c ) of the shaft end ( 16a ) of the second wave ( 16 ) are engaged in such a way that this a bending of the waves ( 12 . 16 ) enabling centering device ( 20 ) train. Steering shaft double joint according to claim 1, characterized in that the first shaft ( 12 ) and the second wave ( 16 ) to a vertical axis (A _H ) of the steering shaft double joint ( 5 ) are symmetrically angled, wherein a deflection range (AB) of the first wave ( 12 ) and the second wave ( 16 ) to a central longitudinal axis (A _MD ) of the steering shaft double joint ( 5 ) has a bending angle (α) of 0 ° to 35 °. Steering shaft double joint according to claim 2, characterized in that the toothing ( 12b ) of the shaft end ( 12a ) of the first wave ( 12 ) and the gearing ( 16b ) of the shaft end ( 16a ) of the second wave ( 16 ) in any angular position within the angular range (AB) during a rotation of the first shaft ( 12 ) and the second wave ( 16 ) are engaged. Steering shaft double joint according to one of claims 1 to 3, characterized in that the toothing ( 12b ) of the shaft end ( 12a ) of the first wave ( 12 ) and the gearing ( 16b ) of the shaft end ( 16a ) of the second wave ( 16 ) by a plurality of, about a central longitudinal axis (A _M ) of the waves ( 12 . 16 ) concentrically arranged, circular sections ( 12d . 12e . 12f . 12g . 16d . 16e . 16f . 16g ) are formed. Steering shaft double joint according to claim 4, characterized in that the toothing ( 12b ) of the shaft end ( 12a ) of the first wave ( 12 ) and the gearing ( 16b ) of the shaft end ( 16a ) of the second wave ( 16 ) about the central longitudinal axis (A _M ) of the waves ( 12 . 16 ) is formed hollow cylindrical or hollow spherical. Steering shaft double joint according to claim 5, characterized in that in hollow spherical design of the toothing ( 12b . 16b ) the gearing ( 12b ) of the shaft end ( 12a ) of the first wave ( 12 ) formed hemispherical and the toothing ( 16b ) of the shaft end ( 16a ) of the second wave ( 16 ) is hemispherical in shape. Steering shaft double joint according to one of claims 4 to 6, characterized in that the plurality of, about the central longitudinal axis (A _M ) of the waves ( 12 . 16 ) concentrically arranged sections ( 12d . 12e . 12f . 12g . 16d . 16e . 16f . 16g ) of the gearing ( 12b ) of the shaft end ( 12a ) of the first wave ( 12 ) and the gearing ( 16b ) of the shaft end ( 16a ) of the second wave ( 16 ) are each offset in the radial direction (R _R ) to each other. Steering shaft double joint according to one of claims 1 to 3, characterized in that the toothing ( 12c ) of the shaft end ( 12a ) of the first wave ( 12 ) and the gearing ( 16c ) of the shaft end ( 16a ) of the second wave ( 16 ) about a central longitudinal axis (A _M ) of the waves ( 12 . 16 ) are spirally formed. Steering shaft double joint according to claim 8, characterized in that the spirally formed toothing ( 12c . 16c ) a spiral ( 12h . 16h ) or a plurality of mutually offset spirals ( 12i . 12j . 12k . 16i . 16j . 16k ) having. Steering shaft double joint according to one of the preceding claims, characterized in that in the radial direction (R _R ) of the waves ( 12 . 16 ) inner section ( 12d . 16d ) of the gearing ( 12b . 16b ; 12c . 16c ) in the axial direction (R _A ) of the waves ( 12 . 16 ) longer than an outer section ( 12g . 16g ) of the gearing ( 12b . 16b ; 12c . 16c ) is trained. Steering shaft double joint according to one of claims 3 to 10, characterized in that the toothing ( 12b ; 12c ) of the shaft end ( 12a ) of the first wave ( 12 ) and the gearing ( 16b ; 16c ) of the shaft end ( 16a ) of the second wave ( 16 ) in a longitudinal section plane of the shafts ( 12 . 16 ) in each angular position within the Abwinkelungsbereichs (AB) have an involute toothing. Steering system ( 1 ) for a motor vehicle, comprising: a steering shaft ( 2 ), which is a first wave ( 12 ) and a second wave ( 14 ), which are angled towards each other and by a steering shaft double joint ( 5 ) are rotatably connected according to one of claims 1 to 11.

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