EP3347257A1 - Direction de véhicule utilitaire - Google Patents

Direction de véhicule utilitaire

Info

Publication number
EP3347257A1
EP3347257A1 EP16753932.9A EP16753932A EP3347257A1 EP 3347257 A1 EP3347257 A1 EP 3347257A1 EP 16753932 A EP16753932 A EP 16753932A EP 3347257 A1 EP3347257 A1 EP 3347257A1
Authority
EP
European Patent Office
Prior art keywords
steering
electric motor
gear
commercial vehicle
shaft
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Withdrawn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
EP16753932.9A
Other languages
German (de)
English (en)
Inventor
Jens Rogall
Sebastian Benecke
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.)
Volkswagen AG
Original Assignee
Volkswagen 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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP3347257A1 publication Critical patent/EP3347257A1/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Withdrawn legal-status Critical Current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
    • B62D5/0409—Electric motor acting on the steering column
    • B62D5/0412—Electric motor acting on the steering column the axes of motor and steering column being parallel
    • B62D5/0415—Electric motor acting on the steering column the axes of motor and steering column being parallel the axes being coaxial
    • 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
    • B62D3/04—Steering gears mechanical of worm type
    • B62D3/10—Steering gears mechanical of worm type with worm engaging in sector or roller gear

Definitions

  • the invention relates to a commercial vehicle steering system, comprising a steering gear for transmitting a force applied to a steering wheel hand torque to a steering column lever having an electric motor for providing an auxiliary torque.
  • a commercial vehicle steering which has both an electric power assistance and a hydraulic power assistance.
  • the manual torque of the driver is introduced via a torsion bar in a spindle, which engages over an endless ball chain with an axially displaceable piston.
  • a toothing provided on the outer circumference of the piston meshes with an output segment shaft, which is connected to the steering column lever in order to convert the axial movement of the piston into a pivoting movement of the steering column lever.
  • the arranged within the spindle torsion bar actuates a valve arrangement of a hydraulic circuit via a rotary valve.
  • the hydraulic circuit generates a hydraulic pressure by a pump and acts on the piston, which in addition to the manual torque provides an assisting force.
  • the electric power assist is provided by an electric motor coupled to the spindle via a wave gear.
  • the electric motor is sitting outside on a steering gear housing in front of the spindle. Usually produce such electric motors, taking into account in the
  • Auxiliary power assistance corresponds to a torque of about 7600Nm.
  • hydraulic power assistance a power of about 1000 W, which translates into a corresponding additional fuel consumption.
  • DE 20 2004 021 588 U1 it is proposed as a remedy to switch off the hydraulic power assistance in certain cases, so that only the electric power assistance is used. Only when higher steering forces are needed, the hydraulic power assistance is switched on.
  • the present invention has for its object to further develop a commercial vehicle steering system of the type mentioned above while maintaining high steering forces and a compact design with respect to a reduced design effort.
  • the commercial vehicle steering system according to the invention comprises a steering gear for transmitting a force applied to a steering wheel hand torque to a steering column lever having an electric motor for providing an auxiliary torque, wherein the electric motor is arranged around a steering shaft or about a shaft on an axis of rotation of an output member of the steering gear around and a Stator with at least two electrically isolated
  • Winding groups which are each driven by a separate electronic control device. It has been shown that with such an arrangement a particularly compact
  • the commercial vehicle steering system according to the invention is particularly suitable for non-rail vehicles with front axle loads of more than 2.5 t.
  • the power assistance can be purely electrical, so no hydraulic
  • the power supply can continue to be done with the current usual vehicle electrical system voltage of 24V.
  • stator-rotor package can be eliminated, while maintaining system redundancy.
  • the remaining single electric motor is also accommodated in a particularly space-saving manner
  • the steering commands are transmitted from the steering gear, for example via a tie rod linkage to the pivot bearings of the steered wheels.
  • the steering gear comes without a rack.
  • the steering shaft is coupled by means of a slow translating gear stage with the steering column lever, which one-stage an input-side rotational movement in an output-side rotational movement such that the
  • Suitable gear stages include, but are not limited to, worm gears and bevel gear and hypoid gears.
  • hypoid gears which have a high gear quality according to DIN 3961 of ⁇ 7 and preferably ⁇ 5
  • the steering assistance over the entire operating range can be provided solely by the electric motor and only electrically, so that the problems associated with a hydraulic circuit can be avoided.
  • the gear stage via which the steering shaft is coupled to the steering column lever, have a variable gear ratio, such that in a central position of the steering enclosing area steering movements on the steering wheel cause less large wheel falls as steering movements in a remote area of the central area.
  • the electric motor is coupled to the steering shaft by means of a gear step that translates slowly, which connects axially to the electric motor and is likewise arranged around the steering shaft.
  • a gear step that translates slowly, which connects axially to the electric motor and is likewise arranged around the steering shaft.
  • the electric motor can be arranged axially between a torque sensor and the gear stage, which couples the electric motor with the steering shaft. This makes it possible to provide a large axial distance between the bearings of the steering shaft.
  • the steering column lever has an axis of rotation.
  • the electric motor by means of a slow translating gear with the
  • Steering rod lever coupled, which is arranged around the axis of rotation of the pitman arm around.
  • the gear stage is in this case not to the steering shaft, but to a
  • Output axis arranged around, which is driven by the steering shaft.
  • the electric motor has two separately controlled partial motors whose windings are nested in one another. This results in unchanged board voltage virtually doubling that of the single
  • Electric motor provided torque in extremely compact dimensions.
  • the electric motor can be a central connection ring for contacting all windings of the winding groups and connections for contacting the electronic
  • the electric motor, the first gear stage coupled between the electric motor and the steering shaft and the second gear stage arranged between the steering shaft and the steering column lever are housed in a steering gear housing, resulting in a completely pre-assembled unit which can subsequently be installed on the vehicle.
  • the pitman arm may be disposed on an output shaft extending out of the steering gear housing.
  • the steering shaft is rotatably accommodated in the steering gear housing and in particular has a connection for coupling a steering wheel or a steering column.
  • Transmission ratio of the second gear is translated into slow. In the event of a failure of the electric motor, only slight forces must therefore be applied by the driver in order to overcome the inertia of the electrical drive side.
  • Figure 1 is a schematic view of a first embodiment of a
  • Figure 2 is a schematic view of the arrangement of an inventive
  • Figure 3 is a longitudinal sectional view of a second embodiment of a
  • FIG. 4 is an exploded view of the second embodiment
  • FIG. 5 shows a sectional view along the line V - in FIG. 3
  • FIG. 6 shows a sectional view along the line VI-VI in FIG. 3
  • Figure 7 is a side view of the stator of the electric motor, and in
  • Figure 8 is a view of the stator of the electric motor in section.
  • the exemplary embodiments relate in each case to a commercial vehicle steering system 10 of the type of block steering, which is suitable for front axle loads of 2.5 t and more.
  • Figure 2 shows a schematic representation of their arrangement in a commercial vehicle.
  • the commercial vehicle steering system 10 has a steering gear 1 1, which is intended and designed to a applied by the driver to a steering wheel 12 manual torque to a
  • Steering column lever 13 to transmit.
  • the steering wheel 12 is coupled via a steering column 14 with an input member of the steering gear 1 1.
  • Steering gear 1 1 coupled steering column lever 13 is for example via a
  • Tie rod linkage 15 is connected to the wheels to be steered 16 of the motor vehicle to transmit a pivoting movement of the pitman arm 13 to the wheels 16 and thus to cause a steering angle to this.
  • the steering gear 1 1 has a steering gear housing 17, is rotatably arranged in the steering shaft 18 about a rotation axis A.
  • the steering shaft 18 is acted upon at the input of the steering gear 1 1 by the steering column 14 with the hand moment generated by the driver to rotate accordingly.
  • an electric motor 19 is accommodated, which is arranged around the steering shaft 18 around.
  • the electric motor 19 is preferably designed as a hollow shaft motor whose axis of rotation is coaxial with the axis of rotation A of the steering shaft 18.
  • a drive torque provided by the electric motor 19 is transmitted to the steering shaft 18 via a first gear stage 20 to assist the driver in steering.
  • the first gear stage 20 is preferably designed as a high-translational coaxial gear, which couples a rotor of the electric motor 19 with the steering shaft 18.
  • this can be implemented as a single-stage or multi-stage planetary gear in two-shaft operation, as a cycloid gear, as a wave gear or a combination thereof. This can be done
  • Ratios in the slow range in the range of 1: 15 to 1: 400 represent.
  • the electric motor 19 is controlled as a function of a driver-side steering command and possibly further vehicle parameters. In particular, the activation of the
  • Electric motor 19 as a function of the force applied by the driver on the steering wheel 12 hand torque.
  • the assistant assisting the driver is generated exclusively electrically and solely by a single electric motor 19.
  • the electric motor 19 has a stator 22 with at least two electrically separate winding groups 23a and 23b which are each driven by their own electronic control device 24a and 24b, so that the two winding groups 23a and 23b are supplied with power independently of each other from the electrical system.
  • the electric motor 19 is able to provide a higher drive torque.
  • the steering shaft 18 is coupled via a second gear 25 to the steering column lever 13.
  • the latter is attached to an output member of the second gear 25 or an output shaft 26 connected thereto.
  • the second gear stage 25 is preferably a slow-speed gear stage.
  • this can be designed such that single-stage an input side
  • Rotary movement is converted into an output-side rotational movement.
  • the input-side rotation axis that is, the rotation axis A of the steering shaft 18 and the cut
  • the second gear 25 may be performed, for example, as a worm gear, bevel gear or hypoid gear stage.
  • Ratio of the second gear 25 translates into slow, while the provided by the electric motor 19 auxiliary torque with the gear ratio of the first gear stage 20 and with the gear ratio of the second gear 25 is translated into slow.
  • Gear stage 20 also around the rotational axis B of the pitman arm 13 around, in particular be arranged coaxially to the output shaft 26.
  • the second gear stage 25, via which the steering shaft 18 is coupled to the steering column lever 13, has a variable transmission ratio. In an area which includes the center position of the steering, steering movements on the steering wheel 12 cause less large wheel impacts than in an area remote from the center position.
  • the steering gear 1 1 of the second embodiment comprises a steering gear housing 17 with a pot-like receiving portion 17 a, which is closed axially by a cover 17 b.
  • a steering shaft 18 is rotatably supported about a rotation axis A.
  • the steering shaft includes a hollow shaft portion 18a through which a torsion bar 18b extends.
  • a torsion bar 18b extends.
  • the manual torque of the driver is introduced into a first end portion of the torsion bar 18b, which is rotatably connected at its second end portion with the hollow shaft portion.
  • the input side of the steering gear 1 1 fitting hand torque of the driver can be detected to control the also a steering gear housing 17 recorded electric motor 19.
  • the electric motor 19 is arranged coaxially around the steering shaft 18 and coupled thereto via a first gear stage 20, which in the present example by way of example as a high translating Coaxial transmission in the form of a Exzentergetriebes, eg a Zykoidgetriebes.
  • a first gear stage 20 which in the present example by way of example as a high translating Coaxial transmission in the form of a Exzentergetriebes, eg a Zykoidgetriebes.
  • the gear types already mentioned above, namely planetary gear or wave gear can be used.
  • the first gear stage 20 is connected on the input side to a rotor 21 of the electric motor 20, while the output member of the first gear stage 20 is non-rotatably mounted on the hollow shaft portion 18 a.
  • the first gear stage 20 causes a translation of the speed of the electric motor 19 slow with a ratio in the range of 1:15 to 1: 400. It is arranged in the illustrated second embodiment about the steering shaft 18 around and connects axially to the electric motor 19 at.
  • the first gear stage 20 is axially first inserted in the receiving portion 17a of the steering gear housing 17 during assembly, whereupon the electric motor 19 and then the torque sensor 27 and also a
  • the steering shaft 18 of the second embodiment further comprises a spindle portion 18c, which serves as an input member 25a of a second gear stage 25.
  • the spindle portion 18c meshes with a worm wheel 25b of the second gear stage 25, which rotates about an axis of rotation B transversely to the axis of rotation A of the steering shaft 18.
  • the worm wheel 25b which may also be toothed only segment-like, is rotatably coupled to the steering column lever 13, whereby the manual torque and the auxiliary torque cause pivoting of the steering column lever 13 about the axis of rotation B.
  • the steering shaft 18 protrudes with the
  • Gear stage 25 arranged outside of the steering gear housing 17.
  • gear stage 25 it is also possible to accommodate the second gear stage 25 in the steering gear housing 17.
  • the electric motor 20 and its contacting are shown in more detail in Figures 5 to 8. This has a fixed in the steering gear housing 17 stator 22 in which a connected to the input side of the first gear stage 20 rotor 21 is rotatably arranged.
  • the stator 22 has at least two, i. has two or more electrical separate winding groups.
  • two electrically independent winding groups 23a and 23b are shown by way of example only, which in the present case are arranged on two different diameters about the axis of rotation A.
  • Each of the two winding groups 23a and 23b has three phases (I, III, Uli).
  • Figure 8 shows a total of 12 coils per winding group 23a and 23b, so that for each winding groups 23a and 23b, the pole pair number is 2.
  • the rotor 21, not shown, is accordingly designed with six phase plates each. However, it is also possible to provide winding groups 23a and 23b with smaller or larger pole pair numbers.
  • winding groups 23a and 23b may be circumferentially offset from each other, so that the phases, as shown in Figure 8, are offset in the circumferential direction.
  • the offset of the phases between the windings of the two winding groups 23a and 23b can also be greater than the spatial offset of the windings.
  • connection devices 32a and 32b which are likewise arranged on the connection ring and which can be designed, for example, as plugs.
  • electrical contact means 32a and 32b is provided for each winding group 23a and 23b.
  • the electrical contact devices 32a and 32b are each connected via further electrical conductors 33a and 33b with an associated electronic control device 24a and 24b, so that each winding group 23a and 23b driven by a separate control device 24a and 24b and separately with power from the vehicle electrical system with Power is supplied. This results in two electric partial motors, which are nested.
  • the electronic control devices 24a and 24b are preferably also in the
  • Steering gear housing 17 housed and attached for example to an axially disposed in front of a front side of the electric motor 19 board 28.
  • the above-described embodiments allow a particularly compact commercial vehicle steering, which allows the provision of large auxiliary torques by a single electric motor drive in a limited space.
  • This drive can be operated in particular from a vehicle electrical system with a supply voltage of 24V.
  • the steering gear 11 forms a redundant system which can continue to be operated in the event of a failure of a partial engine.
  • the gear ratios of the gear stages may optionally be adjusted so that the steering remains steerable by hand even with a total failure of the electric motor 19.
  • the commercial vehicle steering according to the invention is characterized by relatively easy to manufacture components.

Abstract

L'invention concerne une direction de véhicule utilitaire qui comprend un mécanisme de direction (11) pour transférer un couple manuel appliqué à un volant (12) à une bielle pendante (13), ce mécanisme présentant un moteur électrique (19) destiné à fournir un couple auxiliaire. Le moteur électrique (19) est agencé autour d'un arbre de direction (18). Il présente en outre un stator (22) comprenant au moins deux groupes d'enroulements électriques séparés (23a, 23b) qui sont chacun commandés par leur propre dispositif de commande électronique (24a, 24b). On obtient ainsi une direction de véhicule utilitaire particulièrement compacte qui permet de fournir des couples auxiliaires élevés au moyen d'un entraînement à moteur électrique unique et avec un encombrement limité. Cet entraînement peut fonctionner avec une tension d'alimentation de 24 V fournie par un circuit de bord du véhicule.
EP16753932.9A 2015-09-07 2016-08-22 Direction de véhicule utilitaire Withdrawn EP3347257A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015217051.9A DE102015217051A1 (de) 2015-09-07 2015-09-07 Nutzfahrzeuglenkung
PCT/EP2016/069764 WO2017042021A1 (fr) 2015-09-07 2016-08-22 Direction de véhicule utilitaire

Publications (1)

Publication Number Publication Date
EP3347257A1 true EP3347257A1 (fr) 2018-07-18

Family

ID=56740250

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16753932.9A Withdrawn EP3347257A1 (fr) 2015-09-07 2016-08-22 Direction de véhicule utilitaire

Country Status (5)

Country Link
US (1) US20180244302A1 (fr)
EP (1) EP3347257A1 (fr)
CN (1) CN108025761A (fr)
DE (1) DE102015217051A1 (fr)
WO (1) WO2017042021A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20130095757A (ko) * 2010-08-27 2013-08-28 네스텍 소시에테아노님 제어된 모터 작동식 브루잉 유닛

Family Cites Families (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2299199A (en) * 1941-12-18 1942-10-20 Fremont E Wood Motor vehicle steering booster
DE1213267B (de) * 1964-01-29 1966-03-24 Friedrich Schaeff Elektrische Hilfskraftlenkung
DE19911892A1 (de) * 1999-03-17 2000-09-28 Alstom Anl & Automtech Gmbh Vorrichtung zur Lenkung eines Fahrzeugs
DE19920092C2 (de) * 1999-05-03 2002-11-14 Kostal Leopold Gmbh & Co Kg Lenkeinrichtung für ein Kraftfahrzeug
DE10039574A1 (de) 2000-08-07 2002-02-21 Mercedes Benz Lenkungen Gmbh Elektrisch angetriebene Lenkvorrichtung von der Bauart einer Blocklenkung
DE10159704A1 (de) * 2000-12-27 2002-08-14 Continental Teves Ag & Co Ohg Fahrzeuglenkung und Betätigungsmotor einer elektromechanischen Fahrzeuglenkung
KR100816418B1 (ko) * 2002-03-14 2008-03-27 주식회사 만도 랙 구동식 전동 파워스티어링 시스템
DE10351618B4 (de) 2003-11-05 2011-06-09 Man Nutzfahrzeuge Ag Nutzfahrzeuglenkung
JP5146851B2 (ja) * 2010-01-07 2013-02-20 株式会社デンソー 電動パワーステアリング装置
CN101973312B (zh) * 2010-10-13 2012-11-07 株洲易力达机电有限公司 带有可变传动比电机系统vtms的随速变传动比的电动助力转向系统
JP5672936B2 (ja) * 2010-10-18 2015-02-18 株式会社ジェイテクト 電動パワーステアリング装置
DE102010050799A1 (de) * 2010-11-09 2012-05-10 Volkswagen Ag Kraftfahrzeug mit elektrischer Hilfskraftlenkung
JP5170711B2 (ja) * 2010-12-28 2013-03-27 株式会社デンソー コントローラ
US8567554B2 (en) * 2011-03-23 2013-10-29 GM Global Technology Operations LLC Recirculating ball power steering system
US8360197B2 (en) * 2011-03-23 2013-01-29 GM Global Technology Operations LLC Recirculating ball power steering system
US20130032430A1 (en) * 2011-08-04 2013-02-07 GM Global Technology Operations LLC Electrically-assisted parallelogram power steering system
JP2013062902A (ja) * 2011-09-12 2013-04-04 Denso Corp 回転電機
CN202765086U (zh) * 2012-09-07 2013-03-06 河南科技大学 一种电动助力转向系统
US20140157922A1 (en) * 2012-12-11 2014-06-12 Dean Schneider Electric assist steering system
WO2014103556A1 (fr) * 2012-12-28 2014-07-03 日立オートモティブシステムズステアリング株式会社 Dispositif de direction assistée
CN203104247U (zh) * 2013-02-20 2013-07-31 上海市徐汇区青少年活动中心 双动子逆向往复振动发电机
CN203876812U (zh) * 2014-06-07 2014-10-15 青岛科技大学 挡环式车辆线控转向方向盘装置
JP2016032977A (ja) * 2014-07-31 2016-03-10 株式会社デンソー 電動パワーステアリングシステムおよび車両制御システム
JP6160576B2 (ja) * 2014-07-31 2017-07-12 株式会社デンソー 駆動装置、および、これを用いた電動パワーステアリング装置
CN104787109B (zh) * 2015-03-12 2018-05-01 青岛科技大学 凸轮式车辆线控转向方向盘装置

Also Published As

Publication number Publication date
CN108025761A (zh) 2018-05-11
US20180244302A1 (en) 2018-08-30
DE102015217051A1 (de) 2017-03-09
WO2017042021A1 (fr) 2017-03-16

Similar Documents

Publication Publication Date Title
EP3347258B1 (fr) Direction de véhicule utilitaire
EP3322632B1 (fr) Actionneur à rétroaction pour un dispositif de direction
EP3743324B1 (fr) Colonne de direction pour un véhicule automobile
DE102006027039B4 (de) Elektromechanischer Bremskraftverstärker
EP2454434B1 (fr) Dispositif de motorisation d'un composant automobile, en particulier d'une trappe de carrosserie
EP2212190A2 (fr) Actionneur de direction pour un système de pilotage de navire steer-by-wire (pilotage par câble) et procédé de fonctionnement de l'actionneur de direction
EP3873790B1 (fr) Système de direction à recirculation de billes
EP2424765A1 (fr) Vanne de direction à train épicycloïdal
DE60009244T2 (de) Kraftfahrzeuglenksystem
EP4054918A1 (fr) Actionneur à rétroaction pour un système de direction d'un véhicule à moteur
WO2020035409A1 (fr) Mécanisme de direction pour un système de direction à commande par câble électrique
DE102020122695A1 (de) Lenkvorrichtung für ein Kraftfahrzeug
EP1664589A1 (fr) Direction de vehicule avec dispositif pour modifier le rapport de transmission
DE102005033494A1 (de) Überlagerungsvorrichtung für ein Lenksystem
EP3347257A1 (fr) Direction de véhicule utilitaire
DE102015217046A1 (de) Nutzfahrzeuglenkung
DE102019216058A1 (de) Lenksystem für ein Kraftfahrzeug
DE102019204069A1 (de) Aktoreinheit für eine Kraftfahrzeuglenkung
EP3334638B1 (fr) Ensemble de direction assistée à superposition de couple de braquage
DE102006061949A1 (de) Lenksystem in einem Fahrzeug mit einem elektrischen Servomotor
DE102007057391A1 (de) Zahnstangen-Hilfskraftlenkung
DE102015217050A1 (de) Nutzfahrzeuglenkung
DE102005005425A1 (de) Lenkvorrichtung
DE10234596B3 (de) Als Kugelumlauflenkung ausgebildete elektrische Servolenkung eines Kraftfahrzeuges
DE102007010003A1 (de) Lenkgetriebe

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20180409

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20190611

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20191009