EP3010783A1 - Mecanisme de direction à deux pignons comportant un moteur à arbre creux - Google Patents

Mecanisme de direction à deux pignons comportant un moteur à arbre creux

Info

Publication number
EP3010783A1
EP3010783A1 EP14729670.1A EP14729670A EP3010783A1 EP 3010783 A1 EP3010783 A1 EP 3010783A1 EP 14729670 A EP14729670 A EP 14729670A EP 3010783 A1 EP3010783 A1 EP 3010783A1
Authority
EP
European Patent Office
Prior art keywords
pinion
shaft
rack
steering
steering gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP14729670.1A
Other languages
German (de)
English (en)
Inventor
Aksel Maier
Anatoli Schröder
Christine GOLDBERG
Kai Vohwinkel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ThyssenKrupp Presta AG
Original Assignee
ThyssenKrupp Presta AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp Presta AG filed Critical ThyssenKrupp Presta AG
Publication of EP3010783A1 publication Critical patent/EP3010783A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B62D5/0421—Electric motor acting on or near steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D3/00—Steering gears
    • B62D3/02—Steering gears mechanical
    • B62D3/12—Steering gears mechanical of rack-and-pinion type
    • B62D3/126—Steering gears mechanical of rack-and-pinion type characterised by the rack
    • 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
    • B62D5/0442—Conversion of rotational into longitudinal movement

Definitions

  • the present invention relates to a steering gear for motor vehicles having the features of the preamble of claim 1.
  • steering gear in which the servo drive acts on the rack via a second steering pinion and a second toothing.
  • Such steering gears are shown in the published patent applications DE 10 2005 022 867 AI, DE 10 2007 004 218 AI and WO 2006/138209 A2. These steering gears have a relatively large volume of construction, since the servo drive is provided separately next to the engagement steering pinion / rack.
  • a double-pinion steering gear is known in which the two steering pinions are arranged opposite to the rack at an angle of 90 ° to the rack.
  • the two steering pinions are thereby forcibly mechanically coupled to an opposite rotation by means of spur gears or bevel gears. Due to the geometric arrangement of the pinion to each other, the elimination of a complex pressure piece in the previously known form is made possible.
  • At least one steering pinion is with a
  • Servomotor coupled, which supports the steering.
  • the rotation of the steering shaft is detected by a sensor.
  • the disadvantage of the arrangement is that it is due to the location of the servo drive and the sensor too
  • a steering gear in particular for motor vehicles, with a steering housing, in which a rack is longitudinally displaceable and connected for pivoting steerable wheels with these, wherein the rack is provided with a first toothed segment, which meshes with a first pinion of a pinion shaft and the pinion shaft is indirectly connected to a steering wheel via a steering shaft, the rack having a second sector gear opposite to the first sector gear relative to the longitudinal axis of the rack, and a second pinion engaging with the second sector gear an electric motor is provided which indirectly drives the first pinion mechanically positively coupled to the second pinion to counter-rotation, in which the electric motor is designed as a hollow shaft motor, the input shaft and / or the pinion shaft at least in a portion of one of these waves partially surrounds.
  • the hollow shaft motor drives a gear shaft, which is connected via a gear to the pinion shaft.
  • a rotation angle sensor on the input shaft and a rotation angle sensor on the pinion shaft are provided, so that the applied steering wheel torque and the position of the rotor can be determined.
  • the transmission is a reduction gear.
  • the motor can thus be designed compactly with high speed and low torque.
  • first and the second pinion are arranged obliquely opposite the rack, wherein the plane which the sprockets span the longitudinal axis of the rack under a
  • Inclination angle less than 90 ° intersects.
  • the oblique arrangement space can be saved in the pinion.
  • the axes of rotation of the two opposing pinions are arranged at an acute angle to each other.
  • the engagement pinion / rack can be adjusted without pressure piece.
  • toothed segments are arranged in mutually inclined planes, in correspondence with the pinion arranged at an acute angle to each other.
  • the remote drive bearing of the second pinion advantageously has a bearing assembly for adjusting the play of the mesh pinion / rack.
  • Fig. 5 is a perspective view of the transmission of Figure 4, as well
  • Fig. 6 a longitudinal section of the pinion / rack engagement.
  • the hollow shaft motor 1 shows a hollow shaft motor 1 lying in a motor housing 2 is shown as a servo drive of a steering gear.
  • the hollow shaft motor 1 surrounds a centered in the housing 2 with a longitudinal axis 3 lying input shaft 4, which is rotatably connected to the steering shaft, not shown here, connected to the steering wheel.
  • a circular cylindrical torsion bar 5 connects on the one hand the input shaft 4 with a pinion shaft 6 in the axial direction, so that they have a defined position to each other.
  • the torsion bar 5 causes a relative rotation between the input shaft 4 and the pinion shaft 6, which is used to control the steering assist and its direction. As shown in FIG.
  • the torsion bar 5 is pressed at one end into a round centered bore 7 of the pinion shaft 6. At the other end it is connected to the input shaft 4, in which it passes through the input shaft 4 centered over the entire length and both are pierced transversely at the end and verifd.
  • the torsion bar 5 is tapered in a central portion.
  • the input shaft 4 has for receiving the torsion bar 5 and the pinion shaft 6 a
  • the recess 8 is circular cylindrical.
  • the second paragraph 10 of the recess 8 serves as a collar for the pinion shaft 6 and is at the end of the taper of the Torsion bar 5 is arranged. In the area of the second paragraph 10 are the
  • oval cylindrical recess 8 are rotated by a certain angular range until a stop serves as a mechanical entrainment. This limitation represents a protection of the torsion bar 5.
  • the recess 8 again
  • the input shaft 4 surrounds the pinion shaft 6 with little play, with needle bearings 12 on the pinion shaft 6 ensure that the input shaft 4 is rotatably mounted about the pinion shaft 6.
  • the input shaft 4 has on the outside a first projection 13 and a second projection 14, wherein the first projection 13 is in the region of the first paragraph 9 of the recess 8.
  • the rotation of the torsion bar 5 is about two magnetic
  • the rotation angle sensors 15, 16 each have a magnetic ring 17, 18 as a donor magnet and a sensor element 19, 20.
  • the sensor element 19, 20 may be a Hall or magnetoresistive sensor
  • optical sensors consisting of a light-emitting and a photosensitive component
  • a first transmitter magnet 17 is disposed on the input shaft 4 in abutment with the annular collar formed by the second projection 14 in front of the pinion shaft 6 and a second
  • Encoder magnet 18 is arranged on the pinion shaft 6, as shown in Figure 3. The position of the magnetic rings 17, 18 to each other at a
  • Torsion bar 5 the steering wheel torque.
  • the hollow shaft motor 1 comprising the input shaft 4 and pinion shaft 6 has a stator 21, a rotor 22 and a magnet 23.
  • Input shaft 4 and the pinion shaft 6 are concentrically surrounded by the rotor 22, wherein between the donor magnets 17, 18 and the Sensor elements 19, 20 are arranged.
  • the rotor 22 is in turn surrounded concentrically by the magnet 23 and the stator 21.
  • the rotor 22 is realized with a permanent magnet and the fixed stator 21 comprises coils which are driven offset in time by an electronic circuit to give rise to a rotating field, which is a
  • Torque on the permanently excited rotor 22 causes.
  • the rotor 22 drives a gear 24 via a rotatably connected gear shaft 25 at.
  • the rotor 22 is connected to the transmission shaft 25 via a serration
  • the transmission shaft 25 is hollow and is penetrated by the pinion shaft 6 with clearance.
  • the gear 24 is coaxial and designed as a cycloidal gear, as shown in Figure 4 and Figure 5.
  • the cycloidal gear 24 has two offset by 180 degrees cams 26, 27, a driving plate 28, driving pins 29, cylindrical pins 30 and an eccentric 31.
  • the eccentric 31 drives the cams 26, 27, which are penetrated by the driving pins 28 and which roll on the stationary cylinder pins 30.
  • Mit critically brakinge 29 are firmly pressed into the drive plate 28 and have in height of the cams 26, 27 a bearing sleeve 32, which allows the drive plate 28 via the cams 26, 27 to drive. Each revolution of the gear shaft 25, the output moves to one
  • the drive plate 28 has, as shown in Figure 1, a concentric bearing seat 33 for a first gear 34.
  • the first gear 34 is rotatably with the drive plate 28 and the penetrating pinion shaft. 6
  • the first gear 34 meshes with a second gear 35 which rotatably surrounds a second pinion 36 at an end close to the drive.
  • the pinion shaft 6 has at its end remote from the drive a first pinion 37, which mechanically with the second pinion 36 via the two gears 34, 35 at their drive-near ends to an opposite direction
  • Figure 6 shows the pinion 37, 36 and their engagement in the Rack 40 in a detail view.
  • the spaced parallel aligned pinions 37, 36 are oppositely engaged with a respective rack segment 38, 39 on a rack 40, wherein the rack segments 38, 39 are located on the rack 40 with respect to the longitudinal axis.
  • the rack 40 is mounted in a steering housing 41 perpendicular to the longitudinal axis 3 of the input shaft 4.
  • the input shaft 4 is inserted into the motor housing 2, wherein a cover 42, the motor housing 2 in the direction of the steering shaft at the height of the first projection 13 of the input shaft 4 closes.
  • the input shaft 4 passes through the cover 42 (see FIG. 1). Furthermore, the input shaft 4 and the rotor 22 are rotatable in
  • the active first gear 34 of the first pinion 37 is mounted on a toothing 44 of the first pinion 37 with fit and rotatably inserted with the outside in the drive plate 28.
  • the passive second gear 35 is brought without clearance in engagement with the active first gear 34 during assembly.
  • the passive second pinion 36 has a serration and in the direction of the drive 1 a short cylindrical shoulder.
  • the passive second gear 35 has an inner diameter which has a clearance fit to the cylindrical shoulder.
  • the passive gear 35 is pressed onto the serration, wherein it comes to a positive connection, which is designed so that the resulting moments can be transmitted. Furthermore, the two pinions 37, 36 are brought into engagement with the rack 40 without play before the steering housing 41 is brought into contact with the motor housing 2 in the longitudinal direction and connected by means of fastening means.
  • the steering housing 41 connected to the motor housing 2 surrounds the
  • the steering housing 41 is formed concentrically in the longitudinal direction of the rack center. Towards the transmission 24, this widens Steering housing 41, wherein a first shoulder 45 at the height of the gears 34, 35 and a second shoulder 46 at the height of the transmission 24 is arranged. Due to the azenthari position of the rack 40 with respect to the longitudinal axis 3 of the input shaft 4 and the pinion shaft 6, the steering housing 41 is formed in the region of the transmission 24 is not rotationally symmetrical about the longitudinal axis 3. Therefore, the gear 24 for securing the position in the steering housing 40 an anti-rotation in the form of a nose 47 (see also Figure 5). Of
  • the pinions 37, 36 are rotatably mounted relative to the steering housing 41 at both ends. Furthermore, the steering housing 41 in
  • the steering housing 41 is preferably made of aluminum or magnesium.
  • the second pinion on the drive distant bearing on a bearing assembly with two sleeves wherein the outer sleeve forms a guide and the inner sleeve forms a sliding piece.
  • the sliding piece is slidably disposed along inclined guide surfaces, so that when moving the sliding piece, the pinion on the engagement pinion / rack is deliverable.
  • a spring between the sleeves and that as a set screw
  • the coaxial transmission is designed as a planetary gear or other eccentric gear or gear reduction.
  • the axes of rotation of the two opposing pinions are arranged at an acute angle to each other and the two rack segments, located on the
  • Rack relative to the longitudinal axis are opposite, are arranged in mutually inclined planes, because in this way a backlash of the teeth engagement can be achieved by a bias of the rack in the included angle inside.
  • the pinions have an offset to each other in the longitudinal direction of the rack, so that space can be saved with a constant coupling width of the pinion.
  • the torsion bar detects a rotation of the steering shaft relative to the pinion shaft.
  • the signal thus triggered controls the electric motor which drives the pinion shaft via the gearbox driven by the rotor.
  • the coaxial transmission transmits the reduced output speed of the transmission shaft to the active first pinion. Due to the positive mechanical coupling of the first pinion with the second pinion, the rack is driven from opposite sides to a longitudinal displacement, which causes a pivoting of the steered wheels.
  • the steering assist force generated by the servo motor is thus introduced via two pinions in the rack.
  • the steering gear according to the invention has preferred compact

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Steering Mechanism (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un mécanisme de direction d'un véhicule à moteur, comprenant un boîtier de direction (41), dans lequel est logée une crémaillère (40) qui coulisse dans le sens longitudinal et est reliée à des roues (9) orientables pour le pivotement de celles-ci. La crémaillère (40) est dotée d'un premier segment denté (38) qui s'engrène avec un premier pignon (37) d'un arbre de pignon (6), l'arbre de pignon (6) étant indirectement relié à un volant par l'intermédiaire d'un arbre de direction. La crémaillère (40) présente un deuxième segment denté (39), qui est opposé au premier segment denté (38) par rapport à l'axe longitudinal de la crémaillère (40). Un deuxième pignon (36) s'engrène dans le deuxième segment denté (38). Un moteur électrique entraîne indirectement le premier pignon (37) qui est mécaniquement couplé à force au deuxième pignon (12) pour tourner dans un sens opposé. Selon l'invention, le moteur électrique est un moteur à arbre creux (1) qui entoure partiellement l'arbre d'entrée (4) et/ou l'arbre de pignon (6).
EP14729670.1A 2013-06-21 2014-06-13 Mecanisme de direction à deux pignons comportant un moteur à arbre creux Withdrawn EP3010783A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013010362.2A DE102013010362B4 (de) 2013-06-21 2013-06-21 Doppelritzel-Lenkgetriebe mit Hohlwellenmotor
PCT/EP2014/062322 WO2014202472A1 (fr) 2013-06-21 2014-06-13 Mecanisme de direction à deux pignons comportant un moteur à arbre creux

Publications (1)

Publication Number Publication Date
EP3010783A1 true EP3010783A1 (fr) 2016-04-27

Family

ID=50933174

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14729670.1A Withdrawn EP3010783A1 (fr) 2013-06-21 2014-06-13 Mecanisme de direction à deux pignons comportant un moteur à arbre creux

Country Status (5)

Country Link
US (1) US20160207565A1 (fr)
EP (1) EP3010783A1 (fr)
CN (1) CN105324293B (fr)
DE (1) DE102013010362B4 (fr)
WO (1) WO2014202472A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013010360A1 (de) * 2013-06-21 2014-12-24 Thyssenkrupp Presta Ag Doppelritzel-Lenkgetriebe mit Elektromotor
PL3121485T3 (pl) * 2015-07-22 2022-02-21 Bucher Hydraulics Gmbh Kompaktowy elektryczny napęd liniowy dla zębatki, w szczególności zaworu hydraulicznego, oraz sposób do jego montażu
DE102016013269A1 (de) 2016-11-09 2018-05-09 Thyssenkrupp Ag Zahnstangenlenkung für ein Kraftfahrzeug mit Schneckengetriebe
DE102016013272A1 (de) 2016-11-09 2018-05-09 Thyssenkrupp Ag Verfahren zur vereinfachten Montage eines Zahnstangenlenkgetriebes einer Zahnstangenlenkung
JP6922716B2 (ja) * 2017-12-15 2021-08-18 株式会社ジェイテクト ステアリング装置
DE102019127965B4 (de) * 2019-10-16 2023-09-28 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Lenkgetriebe für ein elektromechanisches lenksystem für ein fahrzeug und elektromechanisches lenksystem für ein fahrzeug
DE102019217279A1 (de) * 2019-11-08 2021-05-12 Thyssenkrupp Ag Feedback-Aktuator für eine Lenkeinrichtung eines Kraftfahrzeugs

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DE19748667A1 (de) * 1996-11-05 1998-05-20 Toyota Motor Co Ltd Lenkkrafthilfe
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WO1992012037A1 (fr) * 1991-01-14 1992-07-23 Adwest Engineering Limited Mecanisme de direction assistee
DE19748667A1 (de) * 1996-11-05 1998-05-20 Toyota Motor Co Ltd Lenkkrafthilfe
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Also Published As

Publication number Publication date
CN105324293A (zh) 2016-02-10
WO2014202472A1 (fr) 2014-12-24
DE102013010362A1 (de) 2014-12-24
CN105324293B (zh) 2018-04-20
DE102013010362B4 (de) 2021-03-11
US20160207565A1 (en) 2016-07-21

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