WO2017220270A1 - Dispositif de direction pour un véhicule à moteur - Google Patents

Dispositif de direction pour un véhicule à moteur Download PDF

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Publication number
WO2017220270A1
WO2017220270A1 PCT/EP2017/062210 EP2017062210W WO2017220270A1 WO 2017220270 A1 WO2017220270 A1 WO 2017220270A1 EP 2017062210 W EP2017062210 W EP 2017062210W WO 2017220270 A1 WO2017220270 A1 WO 2017220270A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering device
vehicle
wheel
steering
vehicle system
Prior art date
Application number
PCT/EP2017/062210
Other languages
German (de)
English (en)
Inventor
Henrik STEGMANN
Hubertus Eilers
Stefan LEKON
Original Assignee
Zf 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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2017220270A1 publication Critical patent/WO2017220270A1/fr

Links

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
    • B62D7/148—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 provided with safety devices
    • 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
    • B62D7/159—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 characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D9/00—Steering deflectable wheels not otherwise provided for
    • B62D9/005—Emergency systems using brakes for steering

Definitions

  • the invention relates to a steering device for adjusting a Radeinschlagwinkels a wheel of a motor vehicle, in particular a rear wheel, according to the preamble of claim 1.
  • a generic steering device for steering the rear wheels of a motor vehicle was known.
  • the rear wheels are connected in the known steering device via links and tie rods with a vehicle body, a so-called subframe.
  • the steering of the rear wheels is based on the fact that a tie rod is adjustable in length and acts on the wheel carrier or carriers, on each of which a wheel is rotatably mounted. As a result, a Radeinschlag the rear wheels is achieved.
  • the change in length of the tie rod is effected via an electric motor with belt drive and a rotary spindle drive. When the electric motor is switched off, the position of the tie rod is fixed by an electromagnetically actuated blocking device.
  • a magnetic plunger engages positively in the driven gear of the belt drive.
  • the determination of the Riemenabtriebsscale is preferably carried out with de-energized magnet, d. H. by spring force.
  • the known belt drive has no tensioning device for maintaining the belt tension.
  • DE 102011 006 890 A1 proposes that the belt drive has a belt tensioning device and that the blocking device can be actuated automatically by the belt tensioning device.
  • DE 10 2009 028 568 A1 discloses a device for blocking a linear actuator, comprising a driven by a motor non-self-locking motion screw whose spindle forms the main output, known. Furthermore, the device comprises a self-locking movement screw, the spindle or its mother via a transmission to the motor permanently or via a switchable in the de-energized state releasably releasably in operative connection, said not operatively connected to the engine component of the self-locking motion screw, namely the mother in case the Spindle is in operative connection with the motor and vice versa forms a stop for the main output of the linear actuator forming spindle, wherein the stop is adjusted synchronously axially in accordance with the targeted axial displacement of the main output of the linear actuator forming spindle while self-locking.
  • the actuator for the rear axle steering is however comparable dynamically as a front axle steering, d. H.
  • the blockage of the actuator is above all a concession for driving safety in the event of a system error or even system failure. Preference is therefore the blocking with a steering angle of 0 °, which corresponds to the straight-ahead position of the wheels. This is the most easily manageable rear wheel position, corresponding to a conventional axle without rear-wheel steering.
  • the present invention is concerned with minimizing the burden on an emergency operating function of the actuator, such that the blocking device is formed by a second vehicle system, which is connected to the steering device at least indirectly via a signal exchange and by the use of dynamic restoring forces outside the drive unit on the Wheel carrier causes the blocking function.
  • the big advantage is that the steering device for the rear wheels does not have to have a blocking device and thus can be kept constructively much simpler. Not only costs, but also installation space is saved. In addition, the steering device is much more robust.
  • the second vehicle system is formed by a brake system which acts on the wheel carrier via the introduction of braking forces.
  • the brake system may be an antilock brake system or a vehicle stabilization system that is effective via the brake, also known by the term ESP.
  • the wheels can be braked individually.
  • the second vehicle system is formed by a drive torque distribution system which initiates wheel-specific drive torques at least on the vehicle axle 1 equipped with the steering device. Not only braking forces, but also driving forces exert on the wheel carrier actuating forces that can hold the steering device in a defined operating position.
  • the center of gravity of a vehicle body is displaceable by the second vehicle system, whereby the wheel carrier is pivoted about its axis of rotation.
  • a vehicle body has a so-called construction position at a standstill and at a standard load. If the construction position is left in the context of a driving situation, then the wheel carrier performs a pivoting movement due to its articulation within a vehicle axle 1. This driving situation is generated virtually artificially by the second vehicle system.
  • the second vehicle system is formed by an adjustable stabilizer, which exerts a rolling moment on the vehicle body.
  • the stabilizer is usually intended to generate a counter-moment to a rolling moment.
  • the counter-torque should cause a defined skew and thus shift the focus.
  • the second vehicle system may be formed by an adjustable spring carrier carrying the vehicle body.
  • a wheel can transmit lateral forces depending on the tire pressure. These lateral forces cause a force which is transmitted via the wheel guide member to the drive device.
  • the second vehicle system is formed by a tire pressure control system that indirectly exerts actuating forces on the wheel guide member by changing the tire pressure and thus assumes the block function.
  • the second vehicle system can be formed by a front axle steering, which compensates for an angular error of the steering device.
  • the driver specifies a steering angle that seems suitable for cornering.
  • the front axle steering can determine via suitable sensors that the vehicle z. B. significantly under- or oversteer and the intended radius of curvature can not be met. Then the front axle steering automatically corrects the given steering angle.
  • Such steering is referred to in the literature as active steering. If the front axle steering now senses that the steering device has failed on the rear axle and in itself a blockage would be necessary, then the front axle steering can compensate for a Häachslenkungsmay.
  • FIG. 3 u. 4 Schematic diagram of a rear axle with a system for shifting the center of gravity
  • FIG. 6 is a schematic diagram of a rear axle with a tire pressure control system
  • Fig. 7 schematic diagram of a rear axle of a power steering on a front axle.
  • the vehicle axle 1 shows the schematic diagram of a vehicle axle 1 as part of a motor vehicle of any type.
  • the vehicle axle 1 comprises at least one wheel carrier 3 for in each case one vehicle wheel 5.
  • This wheel carrier 3 is mounted pivotably about an axis of rotation 7 to the vehicle axle 1 and thus also to a vehicle body 9. Laterally offset from the axis of rotation 7, a wheel guide member 11 is connected to the wheel carrier 3 in the form of a rigid strut with a drive unit 13 whose Output shaft 15 is axially displaceable in order to exert on the wheel carrier 3 a pivoting moment.
  • the vehicle wheels 3 of the rear axle can perform a steering movement to z. B. to stabilize the directional stability or to minimize the turning circle of the motor vehicle.
  • This system represents a first vehicle system.
  • a vehicle brake system is additionally shown schematically as a second vehicle system 17.
  • a wheel brake 19 is shown, which is actuated via a pressure medium supply 21.
  • a control unit 23 and various valves 25 provide a braking intervention as intended in order to decelerate the motor vehicle while keeping it directionally stable.
  • Both vehicle wheels 5 are braked individually.
  • a braking force F B acts which exerts a torque about the axis of rotation 7 on the wheel carrier.
  • the drive unit 13 is likewise operated via a control unit, which may be identical to the control unit 23 for the vehicle brake system 17. However, separate control units are also conceivable. Basically, however, there is a signal exchange z. Example, via a signal line 18 between the vehicle system of the steering device and the second vehicle system 17, here the vehicle brake system.
  • a braking force F B can be generated by targeted braking interventions, so that a blockage of the drive unit 13 can be achieved by the use of this dynamic force.
  • FIG. 2 likewise shows a schematic diagram of a motor vehicle with a steering device 11; 13; 15 for the rear axle and a second vehicle system 17 in the execution of a drive torque distribution system that can initiate wheel-specific drive torques MA at least on the vehicle axle 1 equipped with the steering device, that is to say the rear axle.
  • a vehicle engine 27 generates a drive torque, which is transmitted via a clutch 29 to a transfer case 31 in a drive unit 13.
  • the drive unit has two drive shafts 33; 35. In each case a drive shaft 33; 35 is connected to a axle 37; 39 connected.
  • Each axle gear 37; 39 in turn is connected to a wheel gear 41; 43 connected, which is adjustable in its torque translation.
  • the vehicle engine 27 and the transmission 41; 43 connected to a control unit 45.
  • a handlebar On a front axle 47 symbolically a handlebar is shown as part of a front axle steering 49.
  • a steering device according to FIG. 1 On the rear axle, a steering device according to FIG. 1 is realized, ie a pivotable wheel carrier 3, a wheel guide 11 and a drive unit 13; 15th
  • the second vehicle system 17 is also networked at least indirectly with the drive unit 13. If the drive unit 13 can no longer be supplied with energy and blocking a defined Radmonwinkel ein be required, this Radmonwinkel thoroughly can be exercised by the targeted introduction of a drive torque M A, a force on the wheel guide 11 and thus on the drive unit 13, so that about the force of a blockage is reached.
  • FIG. 3 and 4 show a simplified cross section through a motor vehicle with a view of running as a rear axle vehicle axle 1.
  • the vehicle body 9 is in the horizontal position, the z. B. is present when driving straight ahead.
  • the motor vehicle has in addition to the steering device 3; 13; 15 via a second vehicle system 17, with the center of gravity 51 of the vehicle body 9 is displaced.
  • the second vehicle system 17 is formed by a stabilizer 55 that can be adjusted via a swivel motor 53.
  • the pivot motor 53 is disposed between stabilizer sections and can be connected via a z. B. hydraulic system 57 exercise a rolling moment.
  • the stabilizer 55 can of course also z. B. electrically operated, for example by means of an electric motor driven roll stabilizer with gear train.
  • a control unit 59 of the second vehicle system is connected to the drive unit 13.
  • the vehicle body movement leads to a change in the angular position of the wheel carrier 3 to the drive unit of the steering device. Consequently, a restoring force can be exerted on the drive unit 13 via this rolling moment, which leads to a blockage.
  • FIG. 5 shows an alternative to FIG. 4.
  • an adjustable spring carrier 61 is used, which likewise causes a pivoting movement of the wheel carrier 3 over a change in length.
  • This can be z. B. simulate a shift of the vehicle body about a longitudinal or a transverse axis and a
  • a tire pressure control system is used as the second vehicle system 17 to block the drive unit.
  • the tire pressure regulating system 17 comprises a control unit 63 which actuates a valve arrangement 65 for setting the tire pressure at the vehicle wheels 5.
  • the tire pressure can be selectively adjusted on each vehicle wheel 5 at least on the vehicle axle 1 equipped with the steering device.
  • the tire pressure determines the transferable to the vehicle 5 and thus on the wheel carrier 3 forces. Consequently, with a given axle geometry, different actuating forces can also be exerted on the wheel carrier 3 and thus achieve targeted blocking of the drive unit 13.
  • a power steering (a hydraulically and / or electrically power assisted steering), preferably superimposed steering, executed in response to a steering angle specification via a steering wheel 67 to an actuator 69 an actuator 71 sets a setting angle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Theoretical Computer Science (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un dispositif de direction pour le réglage d'un angle de braquage de roue d'une roue d'un véhicule, notamment d'une roue arrière, comprenant au moins un élément de guidage de roue, un porte-moyeu de roue, lequel peut pivoter sur un axe de rotation, et une structure de véhicule, l'élément de guidage de roue étant d'un côté relié au support de roue pivotant et, de l'autre côté, à une unité d'entraînement, le dispositif de direction pouvant être bloqué au moyen d'un dispositif de blocage, ce dispositif de blocage étant formé par un second système de véhicule, lequel est relié au dispositif de direction au moins indirectement par échange de signaux et agit sur la fonction de blocage par utilisation de forces d'actionnement dynamiques hors unité d'entraînement sur le porte-moyeu de roue.
PCT/EP2017/062210 2016-06-24 2017-05-22 Dispositif de direction pour un véhicule à moteur WO2017220270A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016211342.9 2016-06-24
DE102016211342.9A DE102016211342B4 (de) 2016-06-24 2016-06-24 Lenkvorrichtung für ein Kraftfahrzeug

Publications (1)

Publication Number Publication Date
WO2017220270A1 true WO2017220270A1 (fr) 2017-12-28

Family

ID=58739057

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2017/062210 WO2017220270A1 (fr) 2016-06-24 2017-05-22 Dispositif de direction pour un véhicule à moteur

Country Status (2)

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DE (1) DE102016211342B4 (fr)
WO (1) WO2017220270A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114929556A (zh) * 2020-01-14 2022-08-19 蒂森克虏伯普利斯坦股份公司 用于冗余地控制机动车的电动转向系统的方法

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020101587A1 (de) 2020-01-23 2021-07-29 Thyssenkrupp Ag Verfahren zur Steuerung eines Kraftfahrzeuges bei langsamen Geschwindigkeiten mittels Antriebsdifferenzmoment an der Hinterachse
DE102020201058A1 (de) 2020-01-29 2021-07-29 Thyssenkrupp Ag Lenksäule für ein Kraftfahrzeug

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006028957A1 (de) * 2006-06-23 2007-12-27 Terex-Demag Gmbh & Co. Kg Hinterachslenkung für einen Fahrzeugkran
DE102014200608A1 (de) * 2014-01-15 2015-07-16 Robert Bosch Automotive Steering Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10310942B4 (de) * 2003-03-13 2007-02-01 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Lenkvorrichtung für Fahrzeuge mit einem frei durch Seitenkräfte lenkbaren Radpaar
DE102006020041A1 (de) * 2005-05-02 2007-03-15 Continental Teves Ag & Co. Ohg Lenkvorrichtung, insbesondere für eine Hinterradlenkung
DE102009028568B4 (de) * 2009-08-17 2018-05-17 Zf Friedrichshafen Ag Vorrichtung zur Blockierung eines linearen Stellantriebs
DE102011006890A1 (de) * 2011-04-06 2012-10-11 Zf Friedrichshafen Ag Lenkvorrichtung, insbesondere für eine Hinterradlenkung
DE102013227093B4 (de) * 2013-12-23 2019-07-18 Ovalo Gmbh Hinterradlenkung

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006028957A1 (de) * 2006-06-23 2007-12-27 Terex-Demag Gmbh & Co. Kg Hinterachslenkung für einen Fahrzeugkran
DE102014200608A1 (de) * 2014-01-15 2015-07-16 Robert Bosch Automotive Steering Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114929556A (zh) * 2020-01-14 2022-08-19 蒂森克虏伯普利斯坦股份公司 用于冗余地控制机动车的电动转向系统的方法

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Publication number Publication date
DE102016211342A1 (de) 2017-12-28
DE102016211342B4 (de) 2021-05-06

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