Patent Application
20080001380
The invention will now be described, by way of example, with reference to the accompanying drawings. For the sake of clarity in the description of the various example embodiments, the same indices are used for components having the same structure and function. The drawings show:
By way of a first differential unit 13, associated with the first vehicle axle 10, and a second differential unit, associated with the second transverse vehicle axle, the drive torque is transmitted to wheels 16, 17 connected to the respective vehicle axle 10 and the second vehicle axle (not shown).
In the vehicles 1, according to
The steering mechanism 27 of the first vehicle axle 10, shown in
The piston rod 28 is made in two parts, relative to the middle of the vehicle, and the parts, associated with each side of the vehicle, are each also made in two sections and consist of a first section 28A of the piston rod 28 and a track rod 38A on one side of the vehicle, and a second section 28B of the piston rod 28 and a track rod 38B on the other side of the vehicle.
The chambers 30, 31 and 32 are separated from one another by a first piston element 34, which is arranged between the first chamber 30 and the third chamber 32 and is connected to the first section 28A of the piston rod 28, and a second piston element 35, which is arranged between the second chamber 31 and the third chamber 32 and is connected to the second section 28B of the piston rod 28. Thus, the first section 28A and the second section 28B of the piston rod 28 can move relative to one another in the transverse direction of the vehicle, depending on the volume of fluid in the third chamber 32 of the main steering cylinder 26.
The respective ends of the first section 28A and the second section 28B of the piston rod 28, facing away from the main steering cylinder 26, are articulated, in each case, by piston rod links 37A, 378 formed as a ball joint to the respective track rods 38A and 38B. In turn, at their ends, facing away from the piston rod 28, the track rods 38A and 38B are, in each case, articulated by respective track rod links 39A, 39B, also made as ball joints, to wheel supports 40A, 40B. The wheel supports 40A, 40B are fixed on wheel hubs 41A, 41B of the wheels 16 and 17, which are, in turn, made so that together with the wheels 16 and 17, they can swivel relative to the vehicle axle 10 about steering rotation axes 42A, 42B.
In a known way, the first chamber 30 and the second chamber 31 of the main steering cylinder 26 are connected, via pressure lines 50, 51 to a fluid circuit by way of which a fluid can flow either into the respective chamber 30 or 31 or out of the respective chamber 30 or 31. An electric control unit (not shown) controls the fluid pressure in the first chamber 30 and the second chamber 31 of the main steering cylinder 26, via control valve devices associated with the chambers.
The third chamber 32 of the main steering cylinder 26 is also connected into a fluid circuit, in such a manner that the fluid flow into and out of the third chamber 32 is controlled by a control valve device 46, in this case, made as a 3/3 magnetic control valve. The 3/3 magnetic control valve 46 is actuated by an electric control device 48 which, depending on the wheel steering angle of the wheels 16 and 17 and by interaction with the electric control unit, either fills the third chamber 32 of the main steering cylinder 26 with fluid or drains fluid out of it. The electric control device 48 obtains information about the steering angle of the wheels 16 and 17 from sensors 44A, 44B, which determine the wheel steering angles by measuring the angle between the respective wheel hubs 41A and 41B and the transverse direction of the vehicle and which are in active connection with the electric control device 48.
In a vehicle of alternative design, a person with knowledge of the subject can also arrange sensors directly on the main steering cylinders, these sensors measure the position of the first piston element and the second piston element within the main steering cylinder. From the position of the piston elements, the electric control device can calculate the position of the wheels.
Likewise, a person with knowledge of the field can arrange for the function of the electric control device to be integrated in the electric control unit and, in that case, the electric control unit is in active connection with the wheel position determining sensors and the same electric control unit actuates the control valve device associated with the fluid chamber.
When the fluid chamber 32 of the main steering cylinder 26 of the first vehicle axle 10 is filled, the piston elements 34 and 35 in the main steering cylinder 26, connected to the piston rods 28, move away from one another in a direction parallel to the vehicle axle 10, such that the track rods 38A, 38B are also moved apart by the track rod links 39A, 39B. The wheel supports 40A and 40B and the wheel hubs 41A and 41B in a fixed angular relation with one another relative to the track rod links 39A, 39B are, therefore, rotated about the track rod links 39A and 39B by the movement of the track rods 38A, 38B. When the third chambers 32 of the two vehicle axles are drained, the wheels 16, 17, 18, 19 are swiveled away from their current positions about the steering rotation axes 42A, 42B in an analogous manner.
Accordingly, in an advantageous way, during normal forward or reverse driving, the wheel steering angles can be influenced by the electric control device 48 as a function of the positions of the wheels 16, 17 calculated from the data provided by the angle sensors 44A, 44B in such a manner that the extensions of the wheel hubs 41A, 41B meet at any time, while the vehicle is rounding a curve at a common point located outside the vehicle 1. This ensures that the vehicle 1 is operated with exceptionally low wear in the area of the wheels 16, 17, since, in that case, no stressful lateral sliding movements occur in the area of the wheels 16, 17.
Of course, it can also be that only one vehicle axle is fitted with a main steering cylinder having three chambers, particularly when only one steered vehicle axle is used. Furthermore, depending on the driving situation, low-wear operation can also be achieved by providing that only one of the two main steering cylinders of the vehicle axles is actuated by the electric control device, for example when the other, also steerable axle does not undergo any steering movement in the driving situation.
If the third chambers 32 of the main steering cylinders 26 are filled with fluid in such a manner that the extension of the center lines of the wheel hubs 41A, 41B of the wheels meet at a point in the middle of the vehicle as shown, the vehicle can be spun about the point in the middle of the vehicle by reversing the rotation direction of the wheels 16 and 18, and 17 and 19, respectively. By way of the electric control device, such a condition called for by a driver's wish can only be realized when the vehicle is at rest.
In the vehicle 1, represented in
In a vehicle of alternative design, the wheel rotational direction on one side of the vehicle is reversed with the help of two planetary gearsets, one planetary gearset being arranged on one side of a vehicle axle in each case, between the differential unit and one of the wheels.
In the vehicle 1, represented in
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2006 030 143.9 | Jun 2006 | DE | national |
