WO1989004269A1 - Dispositif de direction pour roues avant et arriere dirigeables de vehicules - Google Patents

Dispositif de direction pour roues avant et arriere dirigeables de vehicules Download PDF

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Publication number
WO1989004269A1
WO1989004269A1 PCT/EP1988/000991 EP8800991W WO8904269A1 WO 1989004269 A1 WO1989004269 A1 WO 1989004269A1 EP 8800991 W EP8800991 W EP 8800991W WO 8904269 A1 WO8904269 A1 WO 8904269A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
wheel steering
motor
rear wheels
bevel gear
Prior art date
Application number
PCT/EP1988/000991
Other languages
German (de)
English (en)
Inventor
Armin Lang
Original Assignee
Zahnradfabrik Friedrichshafen 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 Zahnradfabrik Friedrichshafen Ag filed Critical Zahnradfabrik Friedrichshafen Ag
Publication of WO1989004269A1 publication Critical patent/WO1989004269A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/1554—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a fluid interconnecting system between the steering control means of the different axles
    • B62D7/1572—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a fluid interconnecting system between the steering control means of the different axles provided with electro-hydraulic control means

Definitions

  • the invention relates to a steering device for steerable front and rear wheels, each with a steering system for steering the front and rear wheels.
  • the electrical signals of a front wheel steering angle sensor, a rear wheel steering angle sensor and a vehicle speed sensor are fed to an electronic control unit. There they are prepared for the electrical actuation of a control valve of the rear wheel steering system.
  • the transmission ratio of the steering deflections of the front wheels and the rear wheels can be changed depending on the vehicle speed.
  • Such a steering device is known from DE-OS 35 06 048.
  • the invention has for its object to improve a steering device for steerable front and rear wheels of the known type such that despite the lack of mechanical connection between the front and rear wheel steering systems and without noticeable stress on the front wheel steering a quick, safe and accurate adjustment of the rear wheels is possible.
  • the assignment of the steering deflections of the rear wheels and the front wheels should be changeable depending on the vehicle speed.
  • control valve for controlling the steering motor of the rear wheel steering system in addition to the electrical control signals, is supplied with hydraulic control signals from a master cylinder that is in drive connection with the front wheel steering system.
  • hydraulic control signals from a master cylinder that is in drive connection with the front wheel steering system.
  • the reducing pressure chamber of the master cylinder is connected to the one pressure chamber of the steering motor via the control valve, while the increasing pressure chamber of the master cylinder is connected to the pressure side of the servo pump of the rear wheel steering system.
  • the movement of the master cylinder is thus supported by the pressure medium delivered by the servo pump, and the piston rod of the master cylinder remains essentially free of forces.
  • At least one pump which is driven by an electric motor and is controlled by the electronic control unit, is provided for the compensation of synchronism errors which exceed a certain limit value.
  • a precisely defined quantity of pressure medium can be supplied to the hydraulic circuit to replace any hydrostatic leakage losses.
  • the device for changing the transmission ratio of the steering deflections of the front wheels and the rear wheels is formed by a steering lever with the features of claims 7 and 8. With this configuration, the piston rod of the steering motor is also guided in the vertical direction, so that no vertical movements occur on the axis of rotation.
  • This safety gear circuit contains an additional redundant front wheel and rear wheel steering angle sensor, a driving speed sensor and a position sensor for the position of the axis of rotation of the steering lever.
  • the • electrical signals from these sensors are fed to an additional electronic control unit and processed there for the electrical actuation of a mechanical locking device for the rear wheel steering system or for the electrical actuation of a hydraulic control device for returning the rear wheels to their straight-ahead driving position.
  • Figure 1 shows the steering device according to the invention in a schematic representation.
  • FIG. 2 shows the steering device according to FIG. 1 in expanded form and with a longitudinal section through the control valve
  • Fig. 3 shows a part of that shown in Fig. 2
  • Steering device with a simplified form of the balance pump shows a longitudinal section through a device for changing the transmission ratio of the steering deflections of the front wheels and the rear wheels.
  • FIG 5 shows the section through the device of Figure 4 along the line V-V.
  • Fig. 6 shows another embodiment of the
  • Fig. 7 shows another embodiment of the
  • Steering device in a schematic representation with a steering motor which can be blocked by two valves;
  • Fig. 8 shows another embodiment of the steering device according to the
  • a front wheel steering system 1 has a steering gear 2 and a steering linkage 4 connected to steerable front wheels 3.
  • the steering gear 2 is hydraulically supported in the exemplary embodiment by a servo pump 5.
  • the steering gear 2 can also be a normal mechanical steering gear.
  • a rear wheel steering system 6 contains a steering motor 7, by means of which a steering lever 8 and a steering linkage 9 rear wheels 10 can be adjusted.
  • a front wheel steering angle sensor 11 is arranged on the front wheel steering system 1, in the exemplary embodiment on the steering gear 2.
  • a rear wheel steering angle sensor 12 is arranged on the rear wheel steering system 6, in the exemplary embodiment on the steering motor 7. Electrical signals of the front wheel steering angle sensor 11 and the rear wheel steering angle sensor 12 are fed to an electronic control unit 15 together with the electrical signals of a vehicle speed sensor 14 connected to a speedometer 13 of the vehicle. The electrical signals are processed in the electronic control unit 15 and used for the magnetic actuation of a control valve 16, which is used to control the steering motor 7.
  • a steering cylinder 17 is connected to the steering linkage 4 of the front wheel steering system 1, from which hydraulic control signals are fed to the control valve 16 via control lines 18 and 19.
  • a valve piston 21 is slidably disposed in a valve housing 22.
  • the control valve 16 has the following grooves on both sides: a housing groove 25 or 26, which together with a piston groove 27 or 28, respectively a pressure line 29 of a servo pump 30 is connected to serve for pressure control.
  • a housing groove 31 or 32 is arranged thereafter, each of which is connected via the control line 18 or 19 to one of the pressure chambers of the master cylinder 17.
  • Each adjoining piston groove 33 or 34 is connected via a working line 35 or 36 to a pressure chamber of the steering motor 12.
  • Two housing spaces 39 and 40 which are connected to the end faces 37 and 38 of the valve piston 21, are connected to the return to the container 24.
  • the actuation of the control valve 16, ie the adjustment of the valve piston 21, takes place via two actuating pistons 41 and 42 which are connected to the end faces 37 and 38 of the valve piston 21.
  • the outer end faces 43 and 44 of the actuating pistons 41 and 42 are acted upon by an actuating line 45 and 46, which are connected to the control lines 18 and 19, with the pressure prevailing in the pressure chambers of the master cylinder 17.
  • the grooves of the control valve 16 and the webs between them have individual widths, with which - starting from the neutral position of the control valve 16 - the following control sequence is achieved: In the neutral position, a free passage is possible from the servo pump 30 via the piston grooves 27 and 28, the housing grooves 25 and 26 and the piston groove 23 to the container 24. If the valve piston 21 is shifted from its neutral position, for example to the right, the connection between the housing groove 25 and the central piston groove 23 is first reduced. Thereafter, the compressed air supply of the piston groove 28 via the housing groove 32 in ⁇ the right pressure chamber of the master cylinder 17. This is followed by the through-connection of the left control line 18 through the housing groove 31 and the piston groove 33 to the left
  • the electrical actuation of the control valve 16 is shown in simplified form in FIG. 1, characterized in that an electrical control line 47 leads from the electronic control unit 15 to the control valve 16.
  • the electrical control line 47 is divided into two sub-lines 47A and 47B, which are used to control two electric motors 48A and 48B.
  • Two equalizing pumps 49A and 49B can be driven by the electric motors 48A and 48B.
  • the pressure side of the equalization pump 49A is over
  • Check valve 50 is connected to the actuation line 45 or to the control line 18.
  • the equalization pump 49B is connected to the actuation line 46 or to the control line 19 via a check valve 51.
  • the two equalization pumps 49A and 49B are combined into a single equalization pump 49, which promotes in both directions of rotation.
  • the compensating pump 49 is driven by a single electric motor 48, which is controlled via the electrical control line 47.
  • a check valve 52 or 53 opening in the direction of the suction side of the compensating pump 49 must be installed in the two suction lines.
  • the actuating surfaces of the two actuating pistons 41 and 42 are in the same area ratio to one another as the effective surfaces of the master cylinder 17 and the effective surfaces of the steering motor 7.
  • the structure of the steering lever 8 is described below on the basis of the basic illustration according to FIG. 1 and using a particularly expedient exemplary embodiment according to FIGS. 4 and 5.
  • the steering lever 8 has at one end a pivot point 55 which is connected to a piston rod 56 of the steering motor 7.
  • two articulation points 57 and 58 are arranged, on which two track rods 59 and 60 are articulated, which lead to the steerable rear wheels 10.
  • An axis of rotation 61 of the steering lever 8 is displaceable in a slot 62 in the longitudinal direction thereof. The displaceability of the axis of rotation 61 is possible, for example, by means of a screw gear which is driven by an adjusting motor 63.
  • the adjusting motor 63 is controlled by an electrical control signal of the vehicle speed sensor 14 which is processed in an electronic control unit 64. 4, a housing 65 which is fixedly connected to the vehicle frame carries the adjusting motor 63.
  • the adjusting motor 63 drives a first threaded spindle 69 via two spur gears 66 and 67 and via a spline shaft profile 68 attached in the spur gear 67.
  • the threaded spindle 69 is axially displaceable relative to the housing 65 when it is rotated by a threaded profile 70 attached in the housing 65.
  • a first bevel gear housing 71 is rotatably connected to the threaded spindle 69, but is axially immovable.
  • the first bevel gear housing 71 contains a first bevel gear 72, which consists of a first bevel gear 73 which is fixedly connected to the threaded spindle 69 and a second bevel gear 75 which meshes with it.
  • the second bevel gear 75 is connected via an intermediate shaft 76 to a third bevel gear 77 which, together with a fourth bevel gear 78, forms a second bevel gear 79.
  • the fourth bevel gear 78 is connected to a second threaded spindle 81 via a threaded profile 80.
  • the threaded profile 80 of the second threaded spindle 81 has the same, but opposite, pitch as the threaded profile 70 of the first threaded spindle 69.
  • the second bevel gear 79 is mounted in a second bevel gear housing 82.
  • the second bevel gear housing 82 has a pin 83 by means of which it is displaceably mounted in a slot 84 in the housing 65 relative to the housing 65 parallel to the first threaded spindle 69.
  • the second bevel gear housing 82 is rotatably supported relative to the first bevel gear housing 71 via a bearing 85.
  • the second threaded spindle 81 is firmly connected to a bow lever 86.
  • the bow lever 86 represents the steering lever 8.
  • the articulation point 55 is arranged at one end of the bow lever 86.
  • the piston rod 56 of the steering motor 7 is articulated via a fork head 87 at the articulation point 55.
  • the second threaded spindle 81 is held against rotation relative to the housing 65.
  • the two articulation points 57 and 58 for fastening the tie rods 59 and 60 are attached to the two long sides of the bow lever 86.
  • the axes of the pin 83 and the intermediate shaft 76 together form the axis of rotation 61 for the lever arm 86.
  • bellows 88 and housing extensions 89 and 90 are provided.
  • an additional safety gear is provided in the exemplary embodiment according to FIG. 6.
  • identical or equivalent parts are designated with the same reference numbers as in FIG. 1.
  • Additional redundant components are identified by reference numbers increased by 100.
  • the following additional redundant components are to be mentioned in particular: a front wheel steering angle sensor 111, a rear wheel steering angle sensor 112, a driving speed sensor 114 and an electronic control unit 115.
  • a position sensor 91 which is expediently arranged in the housing extension 90 of the housing 65. The position sensor 91 supplies an electrical signal to the additional redundant, electronic control unit 115.
  • the electronic control unit 115 supplies electrical control signals via a line 92 to a hydraulic control device 93 and via a line 94 to a mechanical locking device 95.
  • the electrical signals from the electronic control unit 115 fail to appear.
  • the mechanical locking device 95 and the hydraulic control device 93 are activated.
  • FIG. 7 and 8 show two exemplary embodiments for the hydraulic control device 93 in the steering device shown schematically as in FIG. 2.
  • a switching valve 93A or 93B which can be magnetically actuated via the line 92A or 92B.
  • the two switching valves 93A and 93B are shown as two separate valves, but they can also be designed as a common valve.
  • the two switching valves 93A and 93B are energized and release the passage from the control valve 16 to the steering motor 7. If the current is interrupted, the steering motor 7 - is hydraulically blocked by spring force and the working lines 35 and 36 to the container 24 are relieved. As a result, the master cylinder 17 remains freely movable despite the blocked steering motor 7.
  • FIG. 8 shows the solution for a steering motor 7 which is hydraulically free in the event of a fault.
  • the two pressure spaces of the steering motor 7 are connected to one another and to the container 24.
  • the steering motor 7 is then brought mechanically into its central position by the mechanical locking device 95.
  • Front wheel steering system 1 displaces the piston rod of the master cylinder 17 to the left, for example, so the end face 43 of the left actuating piston 41 is acted upon by the control line 18 and the actuating line 45 with the pressure prevailing in the left pressure chamber of the master cylinder 17. As a result, the actuating piston 41 and the valve piston 21 are shifted to the right.
  • the pressure medium delivered by the servo pump 30 is acted upon by the pressure line 29, the piston groove 28, the housing groove 32 and the control line 19 in the right pressure chamber of the master cylinder. The one in the right workspace of the
  • Master cylinder 17 introduced pressure supports the originally initiated movement of the piston rod, so that the piston rod of the master cylinder 17 is always free of forces.
  • the adjustment speed of this arrangement depends essentially on the delivery capacity of the servo pump 30 and can be very high. This ensures that the amplitude and direction of the adjustment of the steering motor 7 is clearly assigned to the adjustment of the master cylinder 17. This means that the steering motor 7 - deviating from the prior art - can not perform any uncontrolled movements without special measures.
  • a movement of the steering motor 7 always presupposes a steering movement in the steering gear 2 of the front wheel steering system 1. Even if the servo pump 30 fails, there is still a sensible movement of the rear wheels, but without servo assistance and therefore with increased steering effort in the front wheel steering system 1.
  • the built-in electronics constantly compare the position of the front wheel steering angle sensor 11 with the position of the rear wheel steering angle sensor 12 using the electronic control unit 15 as a function of the driving speed. If a synchronism error occurs that exceeds a permissible error limit, the electric motor 48A or 48B is actuated as an electrical actuator and a corresponding hydraulic compensation between the control lines 18 and 19 is created via the compensating pump 49A or 49B acting as a synchronizing device. In contrast to the function of the hydrostatic control, the compensating flow from the compensating pump 49A or 49B is conscious only kept large enough to compensate for any hydrostatic leakage. This ensures that a sudden, uncontrolled deflection of the rear wheels 10 is reliably avoided even in the event of a malfunction of the electronic control unit 15, which in this case acts as a synchronization device.
  • the rear wheels 10 are adjusted in the same direction as the front wheels 3 (crab steering). If, on the other hand, the axis of rotation 61 is adjusted by the adjusting motor 63 into a position below the articulation points 57 and 58, the rear wheels 10 are deflected in opposite directions to the front wheels 3 (four-wheel steering).
  • the adjustment of the position of the axis of rotation 61 is possible, for example, as follows: If the adjustment motor 63 is driven, the first threaded spindle 69 is set into a rotary movement via the two spur gears 66 and 67 and the spline shaft profile 68. The rotary movement is converted into a displacement movement of the threaded spindle 69 via the threaded profile 70. Together with the threaded spindle 69, the first bevel gear housing 71 and, via the two bevel drives 72 and 79 and the intermediate shaft 76, also the second bevel gear housing 82 are displaced parallel to the first threaded spindle 69.
  • the second threaded spindle 81 is immovable relative to the housing 65, but is rotatable about the axis of rotation 61.
  • the assignment of the type of steering to the position of the axis of rotation 61 corresponds to the description of the adjustment of the axis of rotation 61 in the steering lever 8 in FIG. 1 for the bow lever in FIGS. 4 and 5.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

Un dispositif de direction pour roues avant (3) et arrière (10) dirigeables de véhicules comporte un système de direction (1) des roues avant et un système de direction (6) des roues arrière à assistance hydraulique. Des signaux électriques provenant d'un capteur d'angle de braquage (11) des roues avant, d'un capteur d'angle de braquage (12) des roues arrière et d'un capteur de vitesse de roulement (14) sont traités dans une unité de commande électronique (15) afin de permettre un actionnement électrique d'une soupape de commande (16) du système de direction (6) des roues arrière. Le rapport de démultiplication des angles de braquage des roues avant (3) et arrière (10) est modifié en fonction de la vitesse du véhicule. Outre les signaux de commande électrique, la soupape de commande (16) reçoit, d'un maître-cylindre (17) en liaison cinématique avec le système de direction des roues avant (1), des signaux de commande hydrauliques permettant la commande du moteur de direction (7) du système de direction (6) des roues arrière.
PCT/EP1988/000991 1987-11-04 1988-11-02 Dispositif de direction pour roues avant et arriere dirigeables de vehicules WO1989004269A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP3737307.2 1987-11-04
DE3737307 1987-11-04

Publications (1)

Publication Number Publication Date
WO1989004269A1 true WO1989004269A1 (fr) 1989-05-18

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1988/000991 WO1989004269A1 (fr) 1987-11-04 1988-11-02 Dispositif de direction pour roues avant et arriere dirigeables de vehicules

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EP (1) EP0390811A1 (fr)
JP (1) JPH03500758A (fr)
WO (1) WO1989004269A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0401732A1 (fr) * 1989-06-07 1990-12-12 FIAT AUTO S.p.A. Dispositif de direction des roues arrière d'un véhicule à moteur
US5036933A (en) * 1988-10-01 1991-08-06 Mercedes-Benz Ag Supplementary rear-wheel steering for motor vehicles
US5092419A (en) * 1988-10-01 1992-03-03 Daimler-Benz Aktiengesellschaft All-wheel steering
US5234068A (en) * 1989-08-07 1993-08-10 Honda Giken Kogyo Kabushiki Kaisha Electric power steering system
RU213863U1 (ru) * 2022-02-14 2022-10-04 Федеральное государственное бюджетное образовательное Учреждение высшего образования "Воронежский государственный аграрный университет имени императора Петра I" (ФГБОУ ВО Воронежский ГАУ) Система рулевого управления транспортного средства со всеми управляемыми колесами

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101724902B1 (ko) * 2015-09-15 2017-04-07 현대자동차주식회사 차량의 통합형 전, 후륜 파워 조향 시스템 및 그 제어 방법

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4441572A (en) * 1980-11-18 1984-04-10 Nissan Motor Company, Limited Method and a system for steering a wheeled vehicle

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4441572A (en) * 1980-11-18 1984-04-10 Nissan Motor Company, Limited Method and a system for steering a wheeled vehicle

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Volume 10, No. 181, M-492; & JP,A,61 027 768, (NISSAN MOTOR CO LTD), (07-02-1986). *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5036933A (en) * 1988-10-01 1991-08-06 Mercedes-Benz Ag Supplementary rear-wheel steering for motor vehicles
US5092419A (en) * 1988-10-01 1992-03-03 Daimler-Benz Aktiengesellschaft All-wheel steering
EP0401732A1 (fr) * 1989-06-07 1990-12-12 FIAT AUTO S.p.A. Dispositif de direction des roues arrière d'un véhicule à moteur
US5234068A (en) * 1989-08-07 1993-08-10 Honda Giken Kogyo Kabushiki Kaisha Electric power steering system
RU213863U1 (ru) * 2022-02-14 2022-10-04 Федеральное государственное бюджетное образовательное Учреждение высшего образования "Воронежский государственный аграрный университет имени императора Петра I" (ФГБОУ ВО Воронежский ГАУ) Система рулевого управления транспортного средства со всеми управляемыми колесами

Also Published As

Publication number Publication date
EP0390811A1 (fr) 1990-10-10
JPH03500758A (ja) 1991-02-21

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