WO2018158049A1 - Système de direction - Google Patents

Système de direction Download PDF

Info

Publication number
WO2018158049A1
WO2018158049A1 PCT/EP2018/052892 EP2018052892W WO2018158049A1 WO 2018158049 A1 WO2018158049 A1 WO 2018158049A1 EP 2018052892 W EP2018052892 W EP 2018052892W WO 2018158049 A1 WO2018158049 A1 WO 2018158049A1
Authority
WO
WIPO (PCT)
Prior art keywords
handlebar
pressure piece
spring element
steering
toothing
Prior art date
Application number
PCT/EP2018/052892
Other languages
German (de)
English (en)
Inventor
Jan Beck
Stephanus Sebastiaan Bester
Karl-Heinz Urban
Christian Held
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2018158049A1 publication Critical patent/WO2018158049A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D3/00—Steering gears
    • B62D3/02—Steering gears mechanical
    • B62D3/12—Steering gears mechanical of rack-and-pinion type
    • B62D3/123—Steering gears mechanical of rack-and-pinion type characterised by pressure yokes

Definitions

  • the invention relates to a steering system for a motor vehicle with a displaceably mounted in a housing and forming a toothing handlebar, with a rotatably mounted in the housing, meshing with the steering rod steering pinion and with a pressure piece unit, by means of which the rack is pressed against the steering pinion.
  • the pressure piece unit of such a steering system is used to compensate for play in the engagement of the one hand by the handlebar and the steering pinion on the other hand formed teeth, such a game not only by manufacturing tolerances of the component dimensions but also by operational wear.
  • a steering system of the o.g. Art is known for example from DE 2 336 572 C2.
  • the pressure piece unit referred to therein as a "bearing yoke" is shown as a one-piece element forming a semi-cylindrical recess for receiving the rack.
  • pressure piece unit is known from DE 10 2010 029 603 A1.
  • This comprises a base part, which is for fixation in a receptacle of a housing of a steering gear is provided, and a pressure piece which is to act on a rack of the steering gear, wherein between these components a prestressed compression spring is supported.
  • the restoring force of the compression spring thus causes the elastic loading of the rack by the pressure piece and thus the steering pinion through the rack.
  • the base part is formed with annular inclined surfaces which cooperate with complementary annular inclined surfaces of a control disc, which are rotated by means of a torsion biased torsion spring to each other to bias the adjusting disk away from the base part , This is done after the assembly of the pressure piece unit after releasing an activation pin, which until then prevents not only the rotation of the adjusting disk relative to the base part, but also holds together the complete pressure piece unit under a relatively large bias of the compression spring. The pressure piece unit therefore does not have to be compressed during assembly.
  • the invention had the object of specifying a steering gear with a constructive and / or assembly technology advantageous pressure piece unit.
  • a steering system with a (longitudinally) slidably mounted in a housing and forming a toothing handlebar, with a rotatably mounted in the housing and meshing with the steering rod steering pinion and with a (inside the housing mounted) pressure piece unit, by means of the handlebar pressed against the steering pinion is, is characterized in that the pressure piece unit comprises a (one or more parts) pressure piece and a (first) spring element, wherein the pressure piece, acted upon by the (first) spring element, in the longitudinal direction along the Handlebar is slidably mounted in the housing, wherein the guide for the pressure piece is designed such that a by the (first) spring element effected displacement leads to an approximation of the pressure piece to the longitudinal axis of the handlebar.
  • the pressure piece unit of such a steering system By the pressure piece unit of such a steering system, several advantages can be achieved, at the same time the pressure piece unit is relatively simple in design and / or assembly technical terms.
  • a first advantage of the pressure piece unit of a steering gear according to the invention is that can be achieved by the action of the pressure piece by means of the (first) spring element along the longitudinal axis of the handlebar, that the largest dimension of the pressure piece unit can extend along the longitudinal axis of the handlebar, creating a particularly advantageous integration of the pressure piece unit in the housing and thus a relatively compact housing can be realized.
  • the (first) spring element is a coil spring or at least comprises such a spring.
  • the longitudinal axis of this helical spring can preferably be aligned parallel or at a relatively small angle, for example at an angle ⁇ 45 °, with respect to the longitudinal axis of the handlebar.
  • a structurally relatively simple embodiment of the guide for the pressure piece can be realized by this includes an obliquely with respect to the longitudinal axis of the handlebar aligned guide surface of the housing. At this guide surface, a guide surface of the pressure piece unit can be slidably mounted.
  • an embodiment of the pressure piece, the guide for the pressure piece and the handlebar is provided such that a self-locking of the position of the pressure piece adjusts, so that the displacement position of the pressure piece (relative to the guide) by a relative movement of the Handlebar is unaffected to the pressure piece at least in a portion of this relative movement.
  • the direction of the force applied by the second spring element urging force should be at least at a greater angle with respect to the longitudinal axis of the handlebar, as this is achieved by the application of the first spring element in cooperation with the guide.
  • the direction of the loading force caused by the second spring element should preferably be aligned as exactly as possible radially, but at least at an angle of> 45 ° and in particular of> 75 ° with respect to the longitudinal axis of the handlebar.
  • this preferred provided combined application of the pressure piece by means of the first spring element and the second spring element further advantages can be realized.
  • this provides the possibility of effecting the function of the play compensation always sufficiently high contact pressure by the application of the second spring element, while the application by means of the first spring element essentially exclusively serves the tolerance and wear-related adjustment of this clearance-compensating impingement.
  • This can be achieved on the one hand, that the loading of the pressure piece by the second spring element and thus the pressing of the handlebar to the steering pinion regardless of the component tolerances and the state of wear of the steering system can always be kept approximately equal.
  • the second spring element and thus pressing the handlebar to the steering pinion in a relatively simple manner, the advantageously in dependence on the position of the handlebar within the housing (and thus relative to the pressure piece) is variable.
  • an embodiment of the toothing of the handlebar is provided such that the application of the pressure member against the handlebar by the preferably a progressive spring characteristic having second spring element is relatively low, if a respect of the proximal (ie, nearer) end of the handlebar is relatively close to the sprocket, and relatively high (compared to the relatively small load) when relative to the proximal end of the handlebar is relatively wide (as compared to FIG relatively close section) located portion of the teeth of the handlebar meshes with the steering pinion.
  • an advantageous adaptation of the height of the teeth clearance eliminating contact force can be achieved, which takes into account the fact that an excitation of the handlebar in radially located with respect to their longitudinal axis directions that lead to an undesirable noise behavior at not or not with sufficiently high pressure force eliminated teeth play can, as a rule, has its output from the ends of the handlebar due to the local connection to the wheel steering.
  • Such excitation of the handlebar due to the increasing lever with increasing distance from the proximal with respect to the steering pinion end of the handlebar leads to higher dynamic loads in the caused by the steering pinion and the pressure pad unit radial bearing of the handlebar.
  • the "neutral position" of the handlebar is understood to be its arrangement within the housing, in which the wheels of a motor vehicle steered by the steering system have an orientation which leads to a straight-ahead travel of the motor vehicle is arranged in the housing in the same direction in the two direction longitudinal axial displaceable.
  • an end portion of the toothing of the handlebar closer to the proximal end of the handlebar and in particular more teeth is provided, wherein the toothing is formed in this end portion such that a constant application by adjusts the second spring element.
  • a subsequent to the end portion second portion of the toothing may be provided, wherein the toothing is formed in this second portion such that adjusts a variable and preferably increasing in average loading of the pressure piece against the handlebar by the second spring element.
  • This second section may preferably extend from the first end section to the end of the toothing of the handlebar that is distal with respect to the first end section.
  • the end portion of the toothing of the handlebar provided for a constant (and as a result of the end-side arrangement minimal) by the second spring element can be provided in particular to a tolerance and wear-related readjustment of the pressure piece unit by means of the first To allow spring element, because in particular in combination with the preferably provided self-locking of the position of the pressure element can be prevented by the adjustment of the first spring element in the second portion of the toothing as a result of the relatively high, caused by the second spring element pressing force.
  • a variable loading by the second spring element can be adjusted in particular as a result of a variable over the longitudinal tooth height of the toothing of the handlebar, so that this displacement of the pressure member along the longitudinal axis of the handlebar as a result of the application of the first spring element is not required.
  • Such a shift should be carried out so only with the aim of a first-time elimination of Vernierungsspiel during installation of the steering system and the wear-related adjustment of this function.
  • tooth height is understood to mean the radial distance (from the longitudinal axis of the steering rod) of that region of the toothing which is supported on the toothing of the steering pinion Longitudinal axis marked.
  • the second spring element is a leaf spring (in particular a profile spring) or at least comprises such, since the integration of such a leaf spring relatively little space, especially in the direction of the effect of this impact, i. in particular radially with respect to the longitudinal axis of the handlebar, requires what allows a particularly advantageous combination with the preferably designed as a helical spring and extending mainly along the longitudinal axis of the handlebar first spring element.
  • the handlebar comprises a base body and with the main body (fixed) connected toothed element.
  • This allows a separate production of the main body on the one hand and the toothed element on the other hand, and thus a relatively simple manufacturability of the handlebar.
  • This can be advantageous, in particular, in the case of a preferably provided variable toothing height of the toothing of the handlebar, by which the production outlay for the toothing can in principle be increased.
  • the basic body may preferably be cylindrical in at least one section, preferably as far as possible over its entire length, ie with a (constant or non-constant) circular cross section, which not only achieves relatively good manufacturability for this but also easy mounting within the housing can be.
  • the base body of the handlebar is formed as a hollow cylinder, whereby in particular a weight reduction can be achieved with respect to a corresponding body in full construction.
  • An advantageous guidance of the handlebar to the pressure piece can be realized that the pressure piece forms a channel-shaped receptacle for the handlebar.
  • the pressure piece is formed completely or at least on the coming into contact with the handlebar surface, which may also be in the form of a coating applied to a base body of the pressure piece coating, from a sliding bearing material.
  • the second spring element with the pressure piece (fixed) is connected and forms a part of the guide for the pressure piece performing guide surface.
  • the guide surface of the second spring element can in particular be mounted to be slidably movable directly on a guide surface of the housing.
  • the first spring element (at least in a section of the device provided for actual use for readjustment)
  • the invention also relates to a motor vehicle, in particular a wheel-based vehicle
  • Motor vehicle preferably a car or truck, with a steering system according to the invention.
  • FIG. 1 shows a steering system according to the invention in a longitudinal section
  • Fig. 2 marked in Fig. 1 with II cutout in enlarged
  • Figs. 1 to 4 show an embodiment of a steering system according to the invention, as a purely mechanical or manual steering system or as
  • Power steering system may be formed.
  • the steering system comprises a one-piece or multi-part (in particular two-part), substantially tubular housing 1 (for example made of metal and in particular
  • Radlenkhebel a longitudinal axial movement of the handlebar 2 in a pivoting of steered wheels (not shown) of a motor vehicle can be converted.
  • Rotational movement of the steering handle can be effected, this rotational movement of the steering handle via a steering column 19 (see Fig. 3)) is transmitted to a steering pinion 4.
  • the steering pinion 4 cooperates with a toothing 5 designed as a rack contour, which is formed in a section of the steering rod 2, in order to convert the rotational movement of the steering pinion 4 into a translatory movement of the steering rod 2 along its longitudinal axis 3.
  • the toothing 5 is formed by a toothed element 6, which is fixedly connected to a hollow cylindrical body 7 of the handlebar 2.
  • the steering pinion 4 is near a (proximal) End of the housing 1 and the toothing 5 accordingly arranged in the vicinity of a (proximal) end 13 of the handlebar 2.
  • Figures 1 and 2 show the handlebar 2 in a neutral position in which the steerable by the steering system wheels of the motor vehicle have positions that would lead to a straight ahead of the motor vehicle.
  • the steering pinion 4 is located approximately centrally with respect to the toothing 5, so that, starting from the neutral position by means of a rotation of the steering pinion 4, a substantially equal
  • Displacement of the handlebar 2 within the housing 1 in the two directions can be achieved.
  • a longitudinal axial movement of the handlebar 2 can be effected in addition by the generation of an auxiliary steering torque by means of a steering motor (not shown).
  • the drive power of the steering motor can this for example by means of a
  • Transmission (not shown) are transmitted to the steering column 19.
  • a bearing of the handlebar 2 within the housing 1 takes place in the vicinity of the proximal end of the housing 1 by means of the steering pinion 4 and by means of a steering pinion 4 with respect to the longitudinal axis 3 of the handlebar 2 radially opposite pressure piece unit 8, which also has the function of pressing the handlebar second has on the steering pinion 4, whereby an always as complete as possible backlash of the engagement of the teeth of the steering pinion 4 in the toothing 5 of the handlebar 2 can be achieved.
  • a pressurized piece 1 1 of the pressure piece unit 8 acted upon by means of a first spring element 10 forms a groove-shaped receptacle 12 (see Fig. 3), in which a portion of the base body 7 of the handlebar 2 is slidably guided.
  • the pressure piece 1 1 has a wall thickness which increases from the proximal end 13 of the handlebar 2 closer end of the pressure piece 1 1 to the other end of the pressure piece 1 1 constant, resulting in a wedge-shaped longitudinal section contour the pressure piece 1 1 results.
  • the handlebar 2 facing inner edge of this longitudinal section contour runs approximately parallel to the longitudinal axis 3 of the handlebar 2, while the outer edge of the Longitudinal contour is oriented obliquely with respect to the longitudinal axis 3.
  • the pressure piece 1 1 is connected to a (second) spring element 14 which is in the form of a curved leaf spring (with constant wall thickness, preferably made of metal, eg spring steel), extending in the transverse direction of the pressure piece 1 and spaced from this extends and their ends are integrated or embedded in the pressure piece 1 1 (see, Fig. 3 and 4).
  • the second spring element 14 extends approximately parallel to the underside of the pressure piece 1 1, resulting in an oblique orientation of the second spring element 14 relative to the longitudinal axis 3 of the handlebar 2 results.
  • the side facing away from the pressure piece 1 1 outside of the second spring element 14 forms a plurality of guide surfaces, by means of which the unit of pressure piece 1 1 and second spring element 14 is slidably guided on an obliquely with respect to the longitudinal axis 3 of the handlebar 2 extending guide surface 15 of the housing 1.
  • the unit of pressure piece 1 1 and second spring element 14 is acted upon by means of the first spring element 10 in the form of a helical spring in the direction of the proximal end 13 of the handlebar 2.
  • the first spring element 10 is received in a channel-shaped receiving space of the housing 1 that is circular in cross-section and rectilinear, one end of the first spring element 10 being supported on the closed end of the receiving space and the other end on the pressure piece 11.
  • the angle of the obliquely with respect to the longitudinal axis 3 of the handlebar 2 aligned guide surface 15 of the housing 1 is about 3 to 5 ° and is chosen such that this in cooperation with the coefficients of friction in the contact pairings of the second spring element 14 with the housing 1 on the one hand and Pressure piece 1 1 with the main body 7 of the handlebar 2 on the other hand, as well as in cooperation with the amount of the biasing by the biased first spring element 10 leads to a self-locking, which largely prevents entrainment of the pressure element 1 1 by the handlebar 2 at a provided for steering displacement of the handlebar 2 if the second spring element is deformed sufficiently, whichever is the case, when the steering pinion 4 is not engaged with an end portion
  • a displacement of the pressure element 1 1 is therefore provided exclusively for initial adjustment during assembly and a wear-induced adjustment of the pressure caused primarily by the second spring element 14 pressing the pressure piece 1 1 to the handlebar 2 and thus the steering rod 2 to the steering pinion 4, wherein a substantially constant or only slightly linearly increasing spring characteristic, which has the first spring element 10 in the intended use for the intended portion of its total spring travel, leads to a deformation of the second spring element 14, which (in a stationary handlebar 2), regardless of the actual Position of the pressure piece, is substantially equal.
  • a constant spring characteristic in at least one section of the total spring travel can be achieved, for example, by a non-constant spring thickness and / or a number of turns varying over the length of a coil spring which actually has a linearly increasing spring characteristic.
  • the toothing 5 of the handlebar 2 has along the longitudinal axis 3 to a non-constant toothing height, wherein the radial distance of coming into contact with the teeth of the steering pinion 4 sections of the toothing 5 of the handlebar 2 in a subsequent to the end portion 16 second section
  • the proximal end of the handlebar 2 near end portion 16 includes, for example, three or four teeth, however, have a substantially identical or constant tooth height.
  • the reaching to the other end of the gearing 5 second section 17, however, is chosen so variable that results in an average increase in the Veriereungsdorf starting from the end portion 16 to also remote from the end portion 16 end of the gearing 5.
  • the course of the increase in the tooth height can be constant and then optionally also linear.
  • a non-constant course of the enlargement of the tooth height is possible, as shown by way of example with reference to FIG. 5 for a steering system according to FIGS. 1 to 4.
  • FIG. 5 In concrete terms, in FIG.
  • an increase in the pressure force with increasing distance of the sections of the toothing 5 from the proximal end 13 of the handlebar 2 is useful to the increasing as a result of this increasing distance forces resulting from an excitation of the handlebar 2, starting from the proximal end 13 of the handlebar 2 in the prevention of unwanted noise behavior due to temporarily generated by the excitation gear play to be considered.
  • Eliminating gearing play by moving the gearing Pressure piece 1 1 by means of the first spring element 10 thus takes place only when the end portion 16 of the toothing 5 of the handlebar 2 is in engagement with the teeth of the steering pinion 4, which only at a substantially complete displacement of the handlebar 2 (to the right in Figs. 1 and 2) is the case.
  • Such complete displacement of the handlebar 2 corresponds to a complete steering deflection of the steered by means of the steering wheels.
  • a leading to an unwanted noise excitation of supported on the steering pinion 4 section of the handlebar 2 is not to be feared despite the pressure generated only to a very small extent by the second spring element 14, which on the one hand at the low (lowest possible) distance of the end portion 16 the toothing 5 of the proximal end 13 of the handlebar 2 and on the other hand is justified in that the driving speed of a motor vehicle at full steering deflection and thus the basic excitation of the handlebar 2 is usually relatively low.

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

Abstract

L'invention concerne un système de direction comprenant une barre de direction (2), montée dans un boîtier (1) de manière à coulisser (suivant un axe longitudinal) et formant une denture (2), un pignon de direction (4) monté à rotation dans le boîtier (1) et s'engrenant avec la barre de direction (2) et une unité pièce de pression (8) au moyen de laquelle la barre de direction (2) peut être pressée sur le pignon de direction (4). L'invention est caractérisée en ce que l'unité pièce de pression (8) comprend une pièce de pression et un (premier) élément à ressort (10). La pièce de pression, actionnée par le (premier) élément à ressort (10), est montée de manière à pouvoir coulisser dans le boîtier (1) dans la direction longitudinale le long de la barre de direction (2). Le guide destiné à la pièce de pression (11) est conçu de telle sorte qu'un coulissement effectué par le (premier) élément à ressort (10) a pour effet que la pièce de pression (11) se rapproche de l'axe longitudinal (3) de la barre de direction (2).
PCT/EP2018/052892 2017-03-03 2018-02-06 Système de direction WO2018158049A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017203480.7A DE102017203480A1 (de) 2017-03-03 2017-03-03 Lenksystem
DE102017203480.7 2017-03-03

Publications (1)

Publication Number Publication Date
WO2018158049A1 true WO2018158049A1 (fr) 2018-09-07

Family

ID=61244557

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/052892 WO2018158049A1 (fr) 2017-03-03 2018-02-06 Système de direction

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DE (1) DE102017203480A1 (fr)
WO (1) WO2018158049A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102670379B1 (ko) * 2018-12-03 2024-05-29 에이치엘만도 주식회사 자동차 조향장치의 랙바 지지장치

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2336572C2 (de) 1972-07-18 1985-05-23 Cam Gears Ltd., Hitchin, Hertfordshire Zahnstangenlenkgetriebe
DE4006038A1 (de) * 1990-02-26 1991-08-29 Schneider Gesenkschmiede Zahnstange, insbesondere fuer kraftfahrzeuge
EP1787890A1 (fr) * 2005-11-21 2007-05-23 TRW ITALIA S.p.A. Ensemble de direction
DE102009007351A1 (de) * 2008-02-06 2009-10-08 Jtekt Europe Andruckleitung für eine Kraftfahrzeugzahnstangenlenkung
DE102010002685A1 (de) * 2010-03-09 2011-09-15 Zf Lenksysteme Gmbh Nachstellelement mit einem Keil
DE102010029603A1 (de) 2010-06-02 2011-12-08 Zf Lenksysteme Gmbh Vorrichtung zum Andrücken einer Zahnstange
JP2012245810A (ja) * 2011-05-25 2012-12-13 Jtekt Corp ラック軸支持装置および車両用操舵装置
EP2636575A1 (fr) * 2012-03-08 2013-09-11 Jtekt Corporation Système de direction

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2336572C2 (de) 1972-07-18 1985-05-23 Cam Gears Ltd., Hitchin, Hertfordshire Zahnstangenlenkgetriebe
DE4006038A1 (de) * 1990-02-26 1991-08-29 Schneider Gesenkschmiede Zahnstange, insbesondere fuer kraftfahrzeuge
EP1787890A1 (fr) * 2005-11-21 2007-05-23 TRW ITALIA S.p.A. Ensemble de direction
DE102009007351A1 (de) * 2008-02-06 2009-10-08 Jtekt Europe Andruckleitung für eine Kraftfahrzeugzahnstangenlenkung
DE102010002685A1 (de) * 2010-03-09 2011-09-15 Zf Lenksysteme Gmbh Nachstellelement mit einem Keil
DE102010029603A1 (de) 2010-06-02 2011-12-08 Zf Lenksysteme Gmbh Vorrichtung zum Andrücken einer Zahnstange
JP2012245810A (ja) * 2011-05-25 2012-12-13 Jtekt Corp ラック軸支持装置および車両用操舵装置
EP2636575A1 (fr) * 2012-03-08 2013-09-11 Jtekt Corporation Système de direction

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