EP3802278A1 - Colonne de direction équipée d'un actionneur - Google Patents

Colonne de direction équipée d'un actionneur

Info

Publication number
EP3802278A1
EP3802278A1 EP19730145.0A EP19730145A EP3802278A1 EP 3802278 A1 EP3802278 A1 EP 3802278A1 EP 19730145 A EP19730145 A EP 19730145A EP 3802278 A1 EP3802278 A1 EP 3802278A1
Authority
EP
European Patent Office
Prior art keywords
steering
spindle
actuator
steering column
column according
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Withdrawn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
EP19730145.0A
Other languages
German (de)
English (en)
Inventor
Hannes Kurz
Hieronymus Schnitzer
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 AG
ThyssenKrupp Presta AG
Original Assignee
ThyssenKrupp AG
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 AG, ThyssenKrupp Presta AG filed Critical ThyssenKrupp AG
Publication of EP3802278A1 publication Critical patent/EP3802278A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D5/00Power-assisted or power-driven steering
    • B62D5/001Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/005Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
    • B62D5/006Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback power actuated
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/50Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
    • F16D3/76Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members shaped as an elastic ring centered on the axis, surrounding a portion of one coupling part and surrounded by a sleeve of the other coupling part

Definitions

  • the invention relates to a steering column with a feedback actuator for a steer-by-wire steering system of a motor vehicle, comprising a steering spindle which is rotatably mounted about a longitudinal axis in a jacket unit and an actuator unit which can be driven by an electric servomotor to rotate about a rotor axis Has actuator shaft which is torque-locked connected to the steering spindle.
  • Steer-by-wire steering systems for motor vehicles receive manual steering commands from the driver, like conventional mechanical steering systems, by rotating a steering wheel which is attached to the steering column on the driver's steering column.
  • a steering command introduced into the steering spindle is detected by means of angle of rotation or torque sensors, and an electrical control signal generated therefrom is output to a steering actuator which, by means of an electric actuator, sets a corresponding steering angle of the wheels.
  • the driver does not receive any direct mechanical feedback from the steered wheels via the steering train, which in conventional mechanically coupled steering systems is a reaction or reset torque depending on the road surface, vehicle speed, the current steering angle and other operating states are reported back to the steering wheel.
  • a lack of haptic feedback makes it difficult for the driver to reliably record current driving situations and to carry out appropriate steering maneuvers, as a result of which vehicle steerability and thus driving safety are impaired.
  • the feedback actuator is integrated in the steering column and has an actuator unit that includes an electric actuator that serves as a manual torque or steering wheel actuator.
  • this actuator drives a return torque (feedback torque) corresponding to the real reaction torque via the steering spindle into the steering wheel depending on the feedback signal.
  • feedback torque feedback torque
  • a steering column with a feedback actuator is known from WO 2010/1 12512 A1, which has an actuator shaft that can be driven by an electric servomotor to rotate about a rotor axis.
  • the actuator shaft is formed by the rotor shaft of the servomotor and is formed in one piece with the steering spindle.
  • the known solution requires a highly precise and complex motor control to generate a defined restoring torque.
  • the integrated design of the steering spindle with the rotor is complex to manufacture and assemble, and inflexible in terms of adapting to different designs of steer-by-wire steering systems.
  • a steering column with a feedback actuator for a steer-by-wire steering system of a motor vehicle comprising a steering spindle which is rotatably mounted about a longitudinal axis in a casing unit and an actuator unit which has an actuator shaft which can be driven by an electric servomotor about a rotor axis
  • the actuator shaft is connected to the steering spindle in a torque-locking manner via a decoupling device designed to compensate for misalignment.
  • the steering spindle is formed separately from the actuator shaft enables advantageous, rational production and assembly, similar to a conventional steering column.
  • Bearing the steering spindle in two bearings, preferably roller bearings, which are arranged in the casing unit at a distance in the direction of the longitudinal axis, enables the rigidity and resonance frequency to be optimized.
  • the actuator unit can be structurally designed and dimensioned independently of the installation space available in the area of the steering spindle. This enables flexible adaptation to differently designed steering columns with relatively little effort. For example, a gear can be inserted between the servomotor and the actuator shaft driven thereby, so that a small servomotor can be used.
  • a direct drive of the actuator shaft is also conceivable for special applications.
  • a decoupling device designed to compensate for misalignment is arranged between the actuator shaft and the steering spindle.
  • a restoring torque generated by the feedback actuator can be transmitted from the actuator unit to the steering spindle via the decoupling device.
  • a possible axial misalignment between the rotor axis of the actuator shaft and the longitudinal axis of the steering spindle which may occur during operation due to tolerances during assembly of the actuator unit or even under extremely high loads, for example a radial and / or or angular offset, can be compensated for by the decoupling device.
  • the actuator shaft and the steering spindle are effectively decoupled from one another with regard to the transmission of potentially damaging radial and axial forces. This reduces friction, noise and wear during operation.
  • the bearing arrangements of the actuator unit and the steering spindle can be optimized largely independently of one another, as a result of which the vibration behavior, the rigidity, the wear behavior and the operational reliability can be improved.
  • the actuator shaft can be accommodated in a central section in the actuator unit. Furthermore, it is conceivable and possible that the actuator shaft is longer and extends to the edge closer to the rotor axis or also protrudes from the actuator unit.
  • the decoupling device can be designed to compensate for radial and / or angular and / or axial misalignment.
  • the actuator unit can be fastened to the steering column with lower tolerance requirements with regard to the exact coaxial alignment of the rotor and longitudinal axes, as a result of which the production and assembly effort is reduced. that can.
  • the decoupling device is designed to compensate for radial and angular misalignments, as a result of which the main causes of harmful bearing loads are largely avoided.
  • the decoupling device can preferably be attached to an actuator-side end of the steering spindle.
  • the steering spindle and the actuator shaft are arranged one behind the other in the axial direction.
  • the rotor axis and the longitudinal axis are aligned.
  • the end on the actuator side is located at the front end of the steering spindle facing away from the driver in relation to the direction of travel of the vehicle.
  • the actuator unit is attached to the vehicle there.
  • the steering spindle can preferably have fastening means for attaching a steering wheel, for example in the form of a fastening section comprising positive-locking and / or non-positive locking elements.
  • the decoupling device can have an actuator coupling that can be connected to the actuator shaft and a spindle coupling that can be connected to the steering spindle.
  • the actuator coupling forms the input coupling, via which a restoring torque can be introduced into the decoupling device by the actuator shaft, and the spindle coupling forms the output coupling for transmitting the restoring torque from the decoupling device to the steering spindle.
  • the actuator and spindle coupling can have form-fitting, force-fitting and / or frictionally cooperating coupling elements which interact with corresponding coupling elements on the actuator shaft and the steering spindle.
  • the decoupling device can have an elastic transmission element.
  • the transmission element is used to transmit the restoring torque between the actuator shaft and the steering spindle, it permitting transverse deformation in order to be able to flexibly accommodate a possible radial and / or angular offset.
  • the transmission element can have one or more spring elements or elastomer bodies which are arranged in the torque lock, for example between an actuator coupling and a spindle coupling of the decoupling device.
  • the transmission element preferably has a predetermined, relatively high torsional rigidity in order to be able to transmit a restoring torque quickly and with little angular distortion.
  • the bending stiffness can be specified so that for a given maximum permissible axial offset, the transverse forces transmitted via the transmission element between the actuator shaft and the steering spindle are below of a predetermined limit.
  • the transmission element has at least one elastomer body.
  • the elastomer body can have one or more elastically deformable elements, for example a rubber body or a steel cushion, one or more spring elements, which can have a round or non-circular inner cross section, which is attached as a torque-transmitting element between the actuator and spindle coupling.
  • the elasticity and rigidity can be selected so that the torsional deformation during torque transmission remains within specified tolerances, the required compensation of shaft misalignment being ensured.
  • the elastomer body can be connected to an actuator coupling and a spindle coupling, for example by means of a material and / or form-fitting connection that is suitable for transmitting the restoring torque, for example gluing or welding.
  • the elastomer element can be tubular, with a hollow cylindrical basic shape.
  • the spindle coupling can comprise an inner ring connected to the elastomer body, with which the steering spindle can be connected in a torque-locking manner.
  • the elastomer body can be formed between the inner ring and an outer ring.
  • the tubular inner ring can be fitted in the opening, and in turn can have a non-circular inner cross-section, in which the actuator-side end of the steering spindle can engage in a form-fitting manner to transmit the restoring torque. This enables a spindle coupling to be formed.
  • the inner cross section corresponding to the outer cross section of the steering spindle can be polygonal, or have a so-called cloverleaf profile, which is formed from a cylindrical or polygonal basic profile, which has arcuate radial shapes and / or recesses.
  • the inner ring With the elastomer body, which consists for example of a rubber material, the inner ring can be positively connected, and alternatively or preferably additionally integrally, for example by gluing, welding or vulcanizing.
  • the transmission element has the spindle coupling.
  • a tubular spindle coupling with a non-circular opening cross section described above, into which the actuator-side end of the steering spindle can be inserted in a form-fitting manner axially in the direction of the longitudinal axis, also has the advantage of being easy to mount.
  • the actuator unit can simply be fixed in the axial direction on the actuator-side end of the jacket unit in the direction of travel by means of a suitable connection, the steering spindle engaging in a positive manner in the decoupling device according to the invention.
  • Axial misalignment between the actuator shaft possibly occurring with this connection and the steering spindle is compensated for by the decoupling device, and the steering spindle is decoupled against undesired and potentially impairing transverse loads. As a result, the manufacturing and assembly effort can be reduced.
  • An outer ring which can be connected to the actuator coupling, can also be attached to the elastomer element.
  • a tubular outer ring can be fixed in material and / or form fit, which can be connected to a corresponding receiving device of the actuator shaft.
  • the transmission element has at least one rigid reinforcing element.
  • the deformability or the rigidity of the decoupling device can be specifically specified or limited by means of one or more reinforcing elements, which together with the transmission element lie in the force flow of the torque transmission.
  • a reinforcing element can preferably be formed from a material with a higher rigidity than the elastomer material, for example one or more pin-shaped metal or steel elements can be connected to a rubber-like elastomer body, and can preferably be embedded therein and fixed in a cohesive manner.
  • the pin-shaped elements can be arranged parallel to the longitudinal axis, as a result of which the torsional rigidity and the bending rigidity can be set.
  • one or more reinforcing elements are designed as ribs or spring elements, such as a plate spring, which are formed parallel to one another and are arranged perpendicular to the longitudinal axis.
  • the reinforcing elements can also be arranged in an X-shape or a V-shape.
  • an overload protection can be implemented by a reinforcing element, which furthermore enables torque transmission if the elastomer body is damaged.
  • the coupling device has an overload clutch with form-fitting elements arranged in a loose form fit.
  • the overload clutch can be arranged parallel to the transmission element in the torque flow between the actuator shaft and the steering spindle.
  • the corresponding interlocking elements which are connected on the input side to the actuator shaft and on the output side with the steering spindle, have angular play with respect to one another with respect to rotation about the longitudinal axis , and do not contribute to the torque transmission.
  • a form-locking element can have a flange connected to the actuator shaft via an actuator coupling, with a non-circular form-fitting opening through which the correspondingly non-circular steering spindle extends in the axial direction in a loose form-fitting manner, where in the course of the existing form-fitting connection via a spindle coupling, it is torque-locked is connected to the decoupling device.
  • the jacket unit has an inner jacket tube that is telescopically arranged in an outer jacket tube
  • the steering spindle has an inner spindle that is telescopically arranged in an outer spindle.
  • a steering column arrangement known per se and adjustable in the longitudinal direction parallel to the longitudinal axis is thereby realized.
  • the actuator unit can be fixed to the front, actuator-side end of the lower, axially fixed jacket unit on the body side.
  • an advantageous embodiment can provide that the steering spindle is mounted in the casing unit in two bearings arranged at a distance in the direction of the longitudinal axis.
  • the two bearings produce a spatially defined bearing, for example the steering spindle can be mounted in two roller bearings in the casing unit, which ensures high rigidity of the steering column.
  • a driver-side, rear steering spindle which is connected in a torque-locking, longitudinally telescopic manner to an actuator-side, front steering spindle, can be mounted in two bearings in a driver-side, rear jacket tube, which is relative to an actuator-side, front jacket tube. telescope is telescopic.
  • the actuator unit can be connected to the front casing, the actuator shaft being connected according to the invention to the front steering shaft via the decoupling device.
  • the rear steering spindle can be a tubular outer spindle to which a steering wheel can be attached on the driver side and into which a front steering spindle designed as an inner spindle is immersed in a torque-locking and telescopic manner from the actuator side.
  • the front, actuator-side jacket can be designed as an outer jacket tube into which the rear, driver-side jacket designed as an inner jacket tube can be telescopically immersed. In principle, the telescopic arrangements of the steering spindle and the jacket unit can also be reversed. Description of the drawings
  • Figure 1 shows a steering column according to the invention in a schematic perspective
  • FIG. 2 shows the steering column according to FIG. 1 in a further perspective view
  • FIG. 3 shows a longitudinal section through a steering column according to FIG. 1,
  • FIG. 4 shows a partial perspective view of the steering column according to FIG. 1 in an extended state
  • FIG. 5 shows the decoupling device in an enlarged detail view from FIG. 4,
  • FIG. 6 shows a further view as in FIG. 5 in an exploded state
  • FIG. 7 shows an exploded view of the decoupling device of the steering column according to the preceding figures.
  • Figures 1 and 2 show in different perspective views a steering column 1 of a steer-by-wire steering system, in Figure 1 from the rear left, and in Figure 2 from the rear right, each based on the direction of travel.
  • the steering column comprises a jacket unit 2, in which a steering spindle 3 is rotatably mounted about its longitudinal axis L. At its rear, driver-side end, the steering spindle 3 has a fastening section 30 for attaching a steering wheel, not shown here.
  • a support unit 4 has fastening openings 41 for attachment to a vehicle body, not shown, and has two downwardly directed side walls 42, between which the jacket unit 2 is accommodated.
  • a locking device 5 can optionally be switched to the fixing or release position by rotating a locking lever 51 which is connected to a clamping axis 52.
  • the jacket unit 2 In the fixing position, the jacket unit 2 is clamped in a fixed position between the side cheeks 42.
  • In the release position, the jacket unit 2 can be pivoted up or down in the height direction H for a height adjustment of the steering column 1 about a horizontal pivot axis 53 arranged in the front region, as indicated by the double arrow.
  • the jacket unit 2 is formed by an outer jacket tube 21, in which an inner jacket tube 22 is telescopically received in the longitudinal direction, i.e. in the direction of the longitudinal axis L, as indicated by the double arrow.
  • the steering spindle 3 has an inner spindle 31 which is telescopically inserted into an outer spindle 32 in the longitudinal direction.
  • the outer spindle 32 has the fastening section 30.
  • the outer spindle 32 is mounted in two bearings 33, preferably roller bearings, which are spaced in the direction of the longitudinal axis L, in the inner casing tube 22 so as to be rotatable about the longitudinal axis L.
  • the arrangement of the bearings 33 can be seen in FIGS. 3 and 4, the outer casing tube 21 being omitted in FIG. 4 for a better overview.
  • the inner spindle 31 has a non-circular outer profile, in the example shown a so-called cloverleaf profile, which has a square basic shape with groove-shaped indentations 750 which are arc-shaped in cross section.
  • the outer profile is with respect to the rotation
  • Longitudinal axis L is positively inserted into the inner profile of the outer spindle 32, as can be clearly seen in FIG. 5.
  • an actuator unit 6 is attached, which is connected via a flange-shaped adapter 61 to the front, actuator-side end of the outer jacket 21.
  • the actuator unit 6 comprises an electric servomotor 62, of which an actuator shaft 63 can be driven to rotate about a rotor axis R via a gear (not shown in detail), as can be seen in the longitudinal section of FIG. 3.
  • the actuator shaft 63 is rotatably mounted in the actuator unit 6 in two rotor bearings 64, which are spaced apart in the direction of the rotor axis R. As shown in FIG. 3, the actuator shaft 63 can be accommodated in a central section in the actuator unit 6. Furthermore, it is conceivable and possible that the actuator shaft 63 is made longer is and extends to the edge closer to the rotor axis R or also protrudes from the actuator unit 6.
  • the rotor axis R is identical to the longitudinal axis L, due to tolerances and / or high transverse forces acting from the outside, an axis offset can occur, namely an angular and / or transverse offset.
  • a decoupling device 7 is inserted between the actuator shaft 63 and the inner spindle 31 and is explained with reference to the representations in FIGS. 3 to 7.
  • a hollow cylindrical actuator clutch 71 is formed, in one piece in the example shown, which is open in a pot shape towards the steering spindle 3.
  • a transmission element 72 is inserted in the actuator clutch 71 in a rotationally fixed manner.
  • This has a hollow cylindrical, tubular elastomer body 73, for example a rubber body.
  • a tubular section-shaped outer ring 74 is attached to its outer surface, for example by means of a material connection such as vulcanization, gluing or the like.
  • the outer ring 74 is connected to the actuator clutch 71 in a rotationally fixed manner.
  • An inner ring 75 is fastened on the inside in the opening of the elastomer body 73 and has an inner cross section, which in the example is cloverleaf-shaped and corresponds positively with respect to rotation about the longitudinal axis L with the outer cross section of the inner spindle 31.
  • the inner ring 75 can also be integrally connected to the elastomer body 73, and can additionally be positively fixed by the non-circular cloverleaf shape, which has axially continuous, groove-shaped indentations 750.
  • the inner spindle 31 can engage in a form-fitting manner in the longitudinal direction, similarly to the outer spindle 32. As a result, the inner ring forms a spindle coupling for the torque-locking connection of the elastic transmission element 72 and thereby the decoupling device 7 to the steering spindle 3.
  • a plurality of pin-shaped reinforcing elements 76 are connected to the elastomer body 73, preferably metal pins, for example steel pins, which are embedded in the elastic material in a non-detachable manner parallel to the longitudinal axis L.
  • the reinforcing elements 76 can extend along the groove-shaped indentations 750 and increase the torsional rigidity of the transmission element 72.
  • the reinforcing elements 76 serve as limiting elements with regard to torque transmission.
  • they can be held elastically in the elastomer body 73 with respect to the groove-shaped indentations 750 in a loose positive fit in the circumferential direction. This can increase the torsional rigidity and the maximum torsional can be limited by the fact that the reinforcing elements 76 come into engagement with the indentations 750.
  • An overload clutch 77 is attached to the actuator clutch 71.
  • this is disc-shaped and has a central coupling opening 770.
  • the coupling opening 770 receives the non-circular inner shaft 31 with respect to rotation about the longitudinal axis L in a loose positive fit.
  • the inner shape of the coupling opening 770 corresponds to the outer shape of the inner shaft 31, for example how it is designed in the shape of a cloverleaf, with play being present in normal operation and no torque being transmitted.
  • the elastomer body 73 can elastically absorb an axial offset between the outer ring 74 and the inner ring 75, as a result of which an angular and / or transverse offset between the rotor axis R and the longitudinal axis L can be compensated for, for example by an extreme high transverse load on the jacket unit 2 and / or tolerances can occur when mounting the actuator unit 6 on the jacket unit 2.
  • the assembly of the actuator unit 6 is simplified in that when the adapter 61 is flanged, the inner spindle 31 is positively inserted into the inner ring 75, as a result of which the torque-locking clutch is generated.
  • the steering spindle 3 can be mounted twice in bearings 33 in the casing unit 2, as shown, and the actuator shaft 63 can also be mounted twice in the bearings 64 in the actuator unit without any potentially damaging forces acting on the steering spindle 3 and / or the jacket unit 2 act.

Landscapes

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

Abstract

L'invention concerne une colonne de direction (1) comprenant un actionneur à rétroaction pour un système de direction à commande électrique d'un véhicule automobile, comprenant un arbre de direction (3) monté rotatif autour d'un axe longitudinal (L) dans une structure externe (2) et un ensemble actionneur (6) comportant un arbre d'actionneur (63) qui peut être entraîné de manière rotative autour d'un axe de rotor (R) par un moteur de commande (62) électrique et qui est relié à l'arbre de direction (3) de manière à transmettre le couple. L'objectif de cette invention est de concevoir une colonne de direction (1) comprenant un actionneur à rétroaction amélioré pouvant être produit de manière simplifiée et pouvant s'adapter avec souplesse. A cet effet, l'arbre d'actionneur (63) est relié à l'arbre de direction (3) de manière à transmettre le couple, par l'intermédiaire d'un dispositif de découplage (7) conçu de manière à compenser les décalages.
EP19730145.0A 2018-06-11 2019-06-07 Colonne de direction équipée d'un actionneur Withdrawn EP3802278A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018209236.2A DE102018209236A1 (de) 2018-06-11 2018-06-11 Lenksäule mit Feedback-Aktuator
PCT/EP2019/065006 WO2019238574A1 (fr) 2018-06-11 2019-06-07 Colonne de direction équipée d'un actionneur

Publications (1)

Publication Number Publication Date
EP3802278A1 true EP3802278A1 (fr) 2021-04-14

Family

ID=66826969

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19730145.0A Withdrawn EP3802278A1 (fr) 2018-06-11 2019-06-07 Colonne de direction équipée d'un actionneur

Country Status (3)

Country Link
EP (1) EP3802278A1 (fr)
DE (1) DE102018209236A1 (fr)
WO (1) WO2019238574A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018101528B4 (de) * 2018-01-24 2019-12-12 Thyssenkrupp Ag Lenksäule für ein Kraftfahrzeug
CN114312966B (zh) * 2020-09-30 2023-02-10 比亚迪股份有限公司 芯轴组件、转向管柱和车辆
DE102021201640A1 (de) * 2021-02-22 2022-08-25 Thyssenkrupp Ag Lenksäule für ein Kraftfahrzeug

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0626915B1 (fr) * 1992-02-28 1997-03-19 The Torrington Company Dispositif d'accouplement d'ensemble arbre de direction
US6389342B1 (en) * 1999-04-14 2002-05-14 Koyo Seiko Co., Ltd. Steering apparatus for vehicle
DE10033810B4 (de) * 2000-07-12 2005-10-27 Daimlerchrysler Ag Lenksäule eines Kraftfahrzeuges
DE102008023759A1 (de) * 2008-05-15 2009-11-26 Takata-Petri Ag Lenkvorrichtung für ein Kraftfahrzeug mit einem Lenkrad, einer Lenkwelle und einem Überlagerungsgetriebe
DE102008036730B4 (de) * 2008-08-07 2019-05-16 Ebm-Papst St. Georgen Gmbh & Co. Kg Aktuatoreinheit für eine Kraftfahrzeug-Steer-by-Wire-Lenkeinrichtung
DE102009017054A1 (de) 2009-04-01 2010-10-07 Leopold Kostal Gmbh & Co. Kg Lenksäule für Kraftfahrzeuge
JP6384134B2 (ja) * 2014-06-11 2018-09-05 オイレス工業株式会社 電動式パワーステアリング装置用の軸連結機構
DE102017004333A1 (de) * 2017-05-05 2017-11-23 Daimler Ag Lenkanordnung für ein Fahrzeug mit einer Überlastschutzeinrichtung
DE102017008650A1 (de) * 2017-09-14 2018-06-07 Daimler Ag Steer-by-wire Lenkvorrichtung mit erhöhter Betriebssicherheit

Also Published As

Publication number Publication date
DE102018209236A1 (de) 2019-12-12
WO2019238574A1 (fr) 2019-12-19

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