Patent Application
20140190761
The invention relates to a steering system in a vehicle comprising an electric servomotor for generating a servo torque that supports the steering motion.
DE 100 32 120 A1 describes a steering system for a vehicle comprising electric steering assistance (EPS, electric power steering). The steering assistance system comprises an electric servomotor which is used to generate a servo torque for supporting the steering motion of the driver.
In the event of a failure of the electric servomotor, the supporting servo torque is also lost, and thus the driver is forced to apply a considerably higher steering torque to be able to implement the desired steering motion. If the servomotor fails during a steering motion, the driver is required to apply an increased steering torque at a moment's notice to be able to complete the steering process.
It is the object of the invention to reduce the steering torque to be applied by the driver in a steering system in the event of a failure of an electric servomotor.
The steering system according to the invention is installed in vehicles in order to adjust the steerable wheels. The steering system comprises a steering shaft by way of which the driver specifies a desired steering angle using the steering wheel. The steering shaft is connected to a steering gearbox by way of which the steering angle is converted into a movement of a steering linkage and into a wheel steering angle of the steerable wheels. The steering system is equipped with an electric servomotor (electric power steering, EPC) which is coupled to the steering gearbox and supplies a supporting steering torque to the steering system.
So as to prevent, or at least mitigate, an increase in the steering torque that must be applied by the driver in the event of a failure of the electric servomotor, a switching gearbox is integrated into the steering shaft of the steering system, the switching gearbox being provided with a switching actuator, the actuation of which varies the gear ratio in the transmission path between the steering wheel and steering gearbox. The switching gearbox is designed so that a less direct gear ratio is present in the de-energized state of the associated switching actuator than in the energized state of the switching actuator. The less direct gear ratio is associated with a reduced manual or steering torque, which the driver has to apply via the steering wheel to set the desired steering angle. The less direct gear ratio in the de-energized state of the switching actuator also constitutes an additional safely measure, because in the event of the electric onboard power system, which affects both the electric servomotor and the electric switching actuator, a lower steering torque is ensured than with embodiments from the prior art comprising no switching gearbox in the steering shaft. The steering torque may optionally be adjusted by an appropriate increase in the gear ratio so that, in the event of a failure of the electric servo assistance, the driver has to apply the same manual torque as with servo assistance.
In the energized state, the switching gearbox advantageously has a gear ratio of 1:1, so that in this state, which corresponds to a functional electric servomotor, the influence of the switching gearbox is imperceptible in the steering system. Only in the de-energized state does a change in the gear ratio to less direct gearing occur, for example with a gear ratio of at least 1:2, and preferably 1:4, which is associated with a corresponding reduction of the steering torque that must be applied by the driver.
So as to compensate for the higher steering turning angle that is required as a result of the less direct gear ratio, which must be applied by the driver in the de-energized state of the switching gearbox or switching actuator, the steering system is advantageously provided with a superimposing gearbox, by way of which a superimposed steering angle can be superimposed on the steering angle specified by the driver. The superimposed steering angle modifies the steering angle generated by the driver in a positive or negative direction, so that, depending on the setting of the superimposing gearbox, a larger, equally large or smaller steering angle arrives at the steering gearbox than is specified by the driver. The de-energizing of the switching gearbox and the attendant less direct gear ratio advantageously also adjusts the superimposing gearbox, and more particularly to the effect that the changed gear ratio of the switching gearbox is at least partially, and preferably completely, compensated for by the superimposing gearbox. Despite the less direct gear ratio of the switching gearbox, the driver thus does not have to carry out a larger steering turning angle than under normal circumstances, in which the switching gearbox is in the energized state and the servo assistance is functioning. Because of this combination of the superimposed gearbox and the switching gearbox with the control of the gearbox described above, in the event of a failure of the electric servomotor, it is possible to both reduce the steering torque that the driver must generate and maintain the same steering wheel angle, despite the reduced steering torque. Advantageously, both the steering torque and the steering angle are maintained at values that correspond to the normal state, in which the electric servomotor is fully functional, by way of appropriate design of the switching and superimposing gearboxes, so that the driver does not notice any change in the steering behavior.
The switching gearbox is advantageously located between the superimposing gearbox, by way of which a superimposed steering angle can be specified, and the steering gearbox, by way of which the steering shaft is coupled to the steering linkage. It is also possible to integrate the switching gearbox into the superimposing gearbox in the steering shaft. The switching gearbox can advantageously be switched between exactly two gear ratios, which are associated with the energized state and the de-energized state of the switching actuator. Two gear ratios are generally sufficient because this covers the normal state, in which the electric servomotor is active, and emergencies, in which the electric servomotor has failed.
The switching gearbox is designed as a planetary gear system, for example, in which the input shaft is connected to a sun gear and the output shaft is connected to a ring gear, wherein the sun gear is rotatably connected to the ring gear by way of planet wheels and the planet wheels are held on a planet carrier. The planet carrier can be fixed so as to be stationary in the housing by way of the energized switching actuator or may revolve in the released, de-energized state. In this way, two different operating modes having differing gear ratios are implemented.
An electromagnetic actuator may, for example, be used as the switching actuator, which fixes a gearbox component so as to be stationary in the housing or releases the same. Under normal circumstances, when the servomotor is functioning, the switching actuator is activated and fixes the gearbox component. In an emergency, the actuator is de-energized and releases the gearbox component.
Optionally several switching actuators may be provided, which act on differing gearbox components of the switching gearbox and release or clamp the same. Advantageously two switching actuators are arranged, which are reciprocally open or closed in the de-energized state, such that a first switching actuator is designed to be open when de-energized and the second switching actuator is designed to be closed when de-energized, and the switching actuators take on corresponding reversed positions in the energized state. Designs as electromagnetic actuators are also possible, if several switching actuators are provided.
In the de-energized state, the superimposing gearbox is advantageously set so that the larger steering turning angle, which is created by the de-energized switching gearbox due to the less direct gearing, is compensated for by way of the superimposed steering angle.
Further advantages and advantageous embodiments will be apparent from the remaining claims, the description of the figures, and the drawings.
In the figures, identical components are denoted by the same reference numerals.
The steering gearbox 8 is associated with a servo or steering force assistance device 11, which is designed as an electric servomotor. Upon actuation of the servomotor 11, a supporting torque is introduced into the steering gearbox 8, so that the driver has to apply a lower manual or steering torque for the desired steering angle.
The steering system 1 is further equipped with a switching gearbox 6, which is associated with a switching actuator 7. The switching gearbox 6 is integrated into the steering shaft 3 and disposed between the superimposing gearbox 4 and the steering gearbox 8. The switching gearbox 6 can be used to modify the gear ratio in the transmission path between the steering wheel and the steerable wheels. This is particularly advantageous when the electric servomotor fails, for example as a result of a power failure, and thus no supporting steering torque can be generated. In this situation, the gear ratio can be changed to less direct gearing by appropriately actuating the switching gearbox 6 by way of the switching actuator 7, so that the driver has to generate only a comparatively low manual or steering torque, despite failed servo assistance, which is no higher, or only negligibly higher, than the steering torque that would have to be applied with servo assistance. In contrast, under normal circumstances, which is to say with the servo assistance functioning, a changed gear ratio is not set by the switching gear, and the gear ratio is 1:1. With less direct gearing, on the other hand, the gear ratio is at least 1:2, and preferably 1:4.
The switching gearbox 6 can preferably be switched back and forth between two different gear ratios by way of the switching actuator 7, which is to say between direct gearing having a gear ratio of 1:1 and indirect gearing having a gear ratio of at least 1:2, and preferably 1:4. The indirect gear ratio is advantageously set in the event of a de-energized switching actuator, while the direct gear ratio of 1:1 is in effect when the switching actuator 7 is activated. This ensures that the failing servo assistance is compensated for by the less direct gear ratio in the event of a failure of the onboard power system, which affects both the electric servomotor and the switching actuator.
The indirect gear ratio in the switching gearbox 6 is associated with an increased steering angle δL, which the driver must apply to set a desired wheel steering angle. So as to compensate for the increased steering angle, a superimposed steering angle δM can be generated by way of the superimposing gearbox 4, which modifies the steering angle ratio in such a way that the increased steering angle in the switching gearbox 6 is again reduced to the normal level. The driver thus only has to generate the manual or steering angle δL that would be required with an active servomotor 11 and with a direct gearing of 1:1 in the switching gearbox 6.
The switching actuator 7 is designed as an electromechanical actuator and acts on the planet carrier 14, which is mounted axially displaceably in the housing 16 of the gearbox 6, in accordance with the double arrow 17. In the energized state, an attracting force acts on the planet carrier 14, so that the planet carrier 14 is drawn to make contact with a friction surface on the switching actuator 7 and rests against this surface. This holds the planet carrier 17 in a stationary manner in the housing. However, the planet wheels 13 remain in engagement with the sun gear 12 and the ring gear 15.
In the de-energized state, in contrast, no frictional contact exists between the planet carrier 14 and the friction surface on the switching actuator 7, so that the planet carrier 14 that is mounted rotatably in the housing 5 can revolve. The switching gearbox 6 can thus be switched between two different gear ratios, wherein a direct gear ratio of 1:1 is present when the switching actuator 7 is in the energized state, and a less direct gear ratio of 1:4 is provided when the switching actuator 7 is in the de-energized state, which is associated with a reduced manual or steering torque for the driver. The larger attendant steering angle can be compensated for by the superimposing gearbox 4, which is advantageously designed so that the superimposing gearbox 4 acts in a compensating manner when the servomotor 5 is de-energized, so that the driver does not have to apply a larger manual or steering angle δL, despite the less direct gear ratio in the switching gearbox 6.
A second switching actuator 7b is located between the shaft 18 and the input shaft 3a; this switching actuator 7b is open when de-energized. A first gear wheel 19 is seated on the input shaft 3a and is engaged with a further gear wheel 20 on the shaft 18. Further gear wheels 21 and 22 are located parallel and offset on the shaft 18 and on the output shaft 3b and are engaged with each other. In the de-energized state, the gear wheels 19, 20, 21 and 22 translate the rotational movement from the input shaft 3a into the output shaft 3b with a gear ratio of i=1:x, with x being greater than 1 and assuming a value of 4 or greater, for example.
In the energized state, the first actuator 7a is open and the second actuator 7b is closed, which prevents relative movement between both the gear wheels 19 and 20 and the gear wheels 21 and 22. A gear ratio of i=1:1 is established between the input shaft 3a and the output shaft 3b.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2013 100 187.4 | Jan 2013 | DE | national |
