WO2005026039A1 - Lenksysteme mit lenkwinkelbegrenzung - Google Patents
Lenksysteme mit lenkwinkelbegrenzung Download PDFInfo
- Publication number
- WO2005026039A1 WO2005026039A1 PCT/EP2004/009969 EP2004009969W WO2005026039A1 WO 2005026039 A1 WO2005026039 A1 WO 2005026039A1 EP 2004009969 W EP2004009969 W EP 2004009969W WO 2005026039 A1 WO2005026039 A1 WO 2005026039A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- steering
- wheel
- brake
- steering angle
- motor
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0418—Electric motor acting on road wheel carriers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0469—End-of-stroke control
-
- 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
- B62D7/02—Steering linkage; Stub axles or their mountings for pivoted bogies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
- B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
- B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
- B66F9/075—Constructional features or details
- B66F9/07572—Propulsion arrangements
Definitions
- the present invention relates to a steering system with at least one wheel that rolls on an underground in a direction parallel to the underground and can be steered about a wheel steering axis that is essentially orthogonal to the underground, the rolling direction being determined by a wheel describing the rotational position of the at least one wheel about the wheel steering axis.
- Steering angle is determined, with a steering force coupling part for coupling a steering force into the steering system and with a steering force transmission device for transmitting the steering force to the at least one wheel in order to bring about a change in the wheel steering angle of the at least one wheel
- the steering system furthermore includes a steering angle limiting device which can be switched between an active state and an inactive state and which limits the wheel steering angle to at least one wheel steering angle range in the active state and which does not limit the wheel steering angle of the at least one wheel in the inactive state.
- the invention further relates to an industrial truck, in particular an automatically steering industrial truck, with such a steering system.
- Such a steering system with a mechanical steering angle limiting device is already known.
- a locking pin In the mechanical steering angle limiting device, in its active state, a locking pin is positively inserted into a recess in a steering shaft.
- the recess can have a slightly larger dimension than the locking pin, so that there is a certain amount of steering play.
- this steering play is not sufficient to steer a vehicle equipped with the steering system into a curve. Therefore, when cornering, the locking pin must be disengaged from the recess in the steering shaft. Then the steering shaft is released for any rotation. Turn on However, it is not possible to return to the active state during cornering because the locking pin and the steering shaft recess are no longer in alignment due to the steering rotation of the steering shaft.
- the known steering angle limiting device is used primarily in the case of automatically steering industrial trucks and ensures that system failure of the steering system when driving straight does not lead to an excessive deviation of the travel path of the vehicle from the desired travel path. This applies in particular to the braking distance in the event of emergency braking, which is initiated if the steering system fails.
- the steering angle limiting device comprises a brake which is provided such that it is in the active state of the Steering angle limiting device generates a braking force that limits rotation of the at least one wheel about the wheel steering axis to the predetermined wheel steering angle range, and it does not generate such braking force when the steering angle limiting device is inactive.
- the steering angle limiting device can also be switched from the inactive state to the active state during cornering, so that this is particularly the case with emergency braking and a simultaneous switch from the inactive state to the active state at least one steerable wheel can only reach a wheel steering angle within a predetermined wheel steering angle range, which ensures that the travel or braking distance at least approximately coincides with the desired travel distance in the curve. This reduces the risk of collision with objects that are close to the target travel path.
- wheel steering angle is meant the angle that a center plane of the at least one steerable wheel includes with a plane orthogonal to the local base of the wheel and containing a preferred direction.
- the local subsurface of the wheel designates a nestle level on the subsurface at the wheel contact point.
- the preferred direction is the straight-ahead direction and defines a steering angle of zero degrees.
- the preferred direction is the longitudinal direction of a vehicle provided with the steering system according to the invention.
- Underground parallel direction denotes a direction parallel to the underground at the respective wheel contact point of the at least one wheel.
- the at least one steering wheel can also be rotated about a steering shaft that runs obliquely to the respective surface become.
- a rotation also has a rotary axis component orthogonal to the ground. This axis of rotation component is then meant by the wheel steering axis which is essentially orthogonal to the ground.
- the steering force coupling part can be, for example, a flange or a coupling device for coupling a power device or else a steering wheel or steering column for manual exertion of a steering force.
- the solution to the above problem should not be understood to mean that the brake has no braking effect at all when the steering angle limiting device is inactive. Rather, it is sufficient that the braking effect is not large enough to limit the steering angle. This is to include the case that any brake disks that are still released, however, still generate a minimal braking effect due to random friction.
- the wheel steering angle limiting device in the inactive state does not limit the wheel steering angle of the at least one wheel should not preclude the fact that the wheel steering angle is limited by other devices or generally steering only in a limited wheel steering angle range on the respective vehicle is provided. Rather, it is stated that the steering angle limiting device does not have any irrespective of the other structural design. Limits the wheel steering angle.
- the lowest risk of collision of a vehicle equipped with the steering system according to the invention with an existing one close to the desired travel path Objects during cornering generally exist when the brake detects the at least one wheel at the wheel steering angle present at the time of switching from the inactive state to the active state. There is then practically no more steering play within which the at least one wheel can still be rotated about the wheel-steering axis by undesired force surges.
- Vehicles are usually equipped with numerous different components and systems, so that there is only a limited amount of space for accommodating an additional component such as a brake.
- the constructive freedom for accommodating the brake in the vehicle can be increased in an advantageous manner in that the steering force transmission device comprises a, possibly multi-part, steering shaft and a brakeable movement part of the brake is connected to the steering shaft for torque transmission.
- the brake can be connected to the steering shaft at any location along the latter.
- a moving part of the brake denotes a part which is connected to a part to be braked and on which a braking force generated in cooperation with stationary or vehicle frame-fixed brake parts has a braking effect.
- the steering force is introduced into the system in such a way that it can be used to convert the at least one wheel without conversion.
- the steering system comprises a reduction gear which is connected on the input side to the steering force coupling part and on the output side to the at least one wheel. Since reduction gears are gearboxes that reduce a speed from the input side to the output side according to their reduction ratio and accordingly increase the torque introduced from the input side to the output side, it is advantageous to arrange the brake on the input side of the reduction gear.
- the construction vol of a brake is proportional to the braking torque it applies, so that a brake arranged in this way can have smaller dimensions than a brake on the output side of the reduction gear.
- the brake can fundamentally be any brake which can generate a braking effect by a mechanically and / or electromagnetically and / or electromechanically induced force.
- a proven and commercially available electromagnetic safety brake is preferably used, which generates a braking effect in a deenergized state and produces essentially no braking effect in an energized state.
- Such brakes are friction brakes in which a helical spring presses a ferromagnetic pressure plate against a movable brake disc.
- a circumferential radial disk of the moving part of the brake is arranged between the movable brake disc and a fixed brake disc.
- the steering system is also provided with a steering wheel or steering horn for manual steering, a human operator is generally better able to avoid objects in the preceding travel path than an automatic system. Nevertheless, the case is expressly to be encompassed by the invention that the steering system is a manual or a motor-assisted manual steering system.
- the steering system can comprise a steering motor, preferably in the form of an electric motor, which is connected to the steering force coupling part for torque transmission.
- the steering motor can generate a steering torque depending on manual or automatic steering signals.
- Such a motor support would relieve a human operator of applying steering torque and only needed to specify the desired direction of travel.
- a steering motor is indispensable as a source of a steering force.
- the steering motor is an electric motor
- a particularly high level of security against undesired collisions can be achieved in that the steering angle limiting device switches to the active state in the event of a fault in the steering control, in particular in the event of a fault in the power supply to the steering angle motor.
- a disturbance in the power supply to the electric steering motor is particularly critical, since rotation of the at least one wheel about the steering axis is countered by almost no force due to the currentless motor. In terms of design, this can be easily achieved by connecting the aforementioned electromagnetic safety brake and the electric steering motor to a common energy supply. In this case, when operation of the electric steering motor is no longer guaranteed, the electromagnetic safety brake is also triggered, so that the steering angle limiting device automatically switches to the active state in the event of a failure of the power supply supplying the electric steering motor.
- the brake can be arranged in such a way that a brakeable movement part of the brake is connected to the motor shaft of the steering motor for torque transmission.
- the brake can be placed on the steering motor in the longitudinal direction of the motor shaft. Since a reduction gear is usually provided between the motor and the at least one wheel in the case of steering motors, the brake connected to the motor shaft can also be of relatively small dimensions compared to other locations in the steering system.
- a steering system according to the invention gives an industrial truck its own value, so that independent protection for an industrial truck with at least one steerable wheel and a steering system with at least one or more of the above-mentioned features is sought.
- the at least one steerable wheel is the at least one wheel of the steering system.
- the conductor loop course thus forms the target travel path of the industrial truck. This course is scanned by antennas and the truck is tracked by the steering system according to the scanning results.
- Fig. 1 is a schematic side view of a preferred embodiment of the steering system according to the invention.
- Fig. 2 is a schematic partial sectional view of the electromagnetic safety brake shown in Fig. 1.
- Fig. 1 is an embodiment of the steering system according to the invention, generally designated 10.
- the steering system 10 comprises an electric steering motor 1 2, which e.g. can be a three-phase asynchronous motor.
- the motor shaft of the steering motor 1 2 is shown in dashed lines and designated 1.
- the steering motor 1 2 connects via a shaft-hub connection 1 3 to a reduction gear 1 6, which reduces the speed of the steering motor 1 2 to slower speeds.
- the reduction gear 1 6 On the output side, the reduction gear 1 6 has an output shaft journal 1 8.
- the assembly of steering motor 1 2 and transmission 1 6 is fastened to a vehicle frame 22 with screws 20.
- a spur gear 24 is also rotatably attached to the vehicle frame 22, which sits on the output shaft journal 1 8 and meshes with a spur gear 26.
- the spur gear 26 is arranged on a steering shaft 28, which is mounted at 30 and 32 on the vehicle frame 22 so as to be rotatable about a steering axis 34.
- a wheel 38 is connected to the steering shaft 28 and can be rotated about a rotation axis 36 orthogonal to the plane of the drawing in FIG. In the example shown in FIG. 1, the steering axis 34 and the axis of rotation 36 intersect, but this need not be the case.
- the steering axis 34 is essentially orthogonal to the wheel contact plane, ie to a tangential plane to the ground U at the wheel contact point A.
- the steering motor 1 2 can be driven in both directions, so that the steering shaft 28 can be rotated about the steering axis 34 in both directions of rotation.
- An electromagnetic safety brake 40 is arranged on the longitudinal end of the steering motor 1 2 remote from the reduction gear 1 6.
- the basic structure and the mode of operation of the electromagnetic safety brake 40 will be explained further below in connection with FIG. 2.
- the motor shaft 14 has on its reduction gear 1 6 distant
- Longitudinal end 14a has a wedge profile through which the motor shaft 14 is connected to the safety brake 40 for torque transmission.
- the steering motor 1 2 is connected to a motor control unit 44, which comprises an inverter for a three-phase power supply 42 of the steering motor.
- the engine control unit 44 is electrically supplied from the on-board battery via the lines 42a, 42b.
- the quiescent current-actuated electromagnetic safety brake 40 is also connected via two supply lines 46 and 48 and a brake control unit 50 to the on-board electrical system fed from the vehicle battery.
- an actual rotational position sensor 52 in FIG. 1 which detects the actual rotational position of the output shaft journal 1 8 of the reduction gear 1 6 and to a control device (not shown) transfers.
- the actual rotational position sensor 52 is supported on the vehicle frame 22 via a torque support 54.
- FIG. 2 shows an example of an embodiment of the closed-circuit current-actuated electromagnetic safety brake 40 indicated in FIG. 1.
- a moving part 60 can be connected by an internal spline 62 to the spline at the longitudinal end 14a of the motor shaft 14 of the steering motor.
- the moving part 60 is connected to a lamellar body (rotor) 66 such that it can be displaced in the direction of the axis 68.
- the rotor 66 has friction brake linings 80, 82.
- the safety brake 40 can be connected to the steering motor 1 2 via screws 70.
- the heads of the screws 70 are supported on the brake body 72.
- An electromagnet 74 is embedded in the brake body 72, which, as shown in FIG. 1, is connected to the power source via the supply lines 46 and 48.
- coil springs 76 are embedded in the brake body 72, which press against the armature disk 78 in the direction of the axis 68.
- the electromagnet 74 If the electromagnet 74 is energized, it generates a magnetic field which attracts the armature disk 78 against the force of the spiral springs 76, so that the rotor 66 and the movement part 60 connected to it for torque transmission can essentially rotate freely. If, on the other hand, the electromagnet 74 is deenergized, the magnetic field generated by it disappears and the coil springs 76 press the armature disk 78 in the direction of the axis 68 against the brake lining disk 80. As a result, the rotor 66 with the brake lining disks 80 and 82 is clamped between the armature disk 78 and an attachment surface 79 of the brake 40 which is only partially shown in FIG. 1, so that a braking torque is applied via the rotor 66 and the moving part 60 acts on the motor shaft 14 connected to the moving part 60.
- the electromagnetic safety brake 40 for example in the event of a power failure on the lines 42a, 42b, the instantaneous rotational position of the motor shaft 14 and thus the instantaneous steering angle of the wheel 38 can be recorded.
- a safety brake when the steering motor 1 2 is de-energized, the wheel 38 could be rotated about the steering axis 34 without any appreciable resistance, which can lead to a deviation of the vehicle equipped with the steering system 10 when the motor 1 2 is de-energized.
- the safety brake 40 prevents the steering angle of the wheel 38 from changing as soon as the energization of the electromagnet 74 ends.
- the steering system is particularly safe when the safety brake 40 is dimensioned such that its braking torque exceeds the drive torque of the engine. Then the safety brake can also be effective when the motor is powered.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Structural Engineering (AREA)
- Civil Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Geology (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Power Steering Mechanism (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/538,959 US20060162987A1 (en) | 2003-09-10 | 2004-09-07 | Steering angle-restricted steering systems |
EP04764912A EP1663841A1 (de) | 2003-09-10 | 2004-09-07 | Lenksysteme mit lenkwinkelbegrenzung |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10341808.3 | 2003-09-10 | ||
DE10341808A DE10341808A1 (de) | 2003-09-10 | 2003-09-10 | Lenksysteme mit Lenkwinkelbegrenzung |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2005026039A1 true WO2005026039A1 (de) | 2005-03-24 |
Family
ID=34305662
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2004/009969 WO2005026039A1 (de) | 2003-09-10 | 2004-09-07 | Lenksysteme mit lenkwinkelbegrenzung |
Country Status (4)
Country | Link |
---|---|
US (1) | US20060162987A1 (de) |
EP (1) | EP1663841A1 (de) |
DE (1) | DE10341808A1 (de) |
WO (1) | WO2005026039A1 (de) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8634989B1 (en) | 2010-08-31 | 2014-01-21 | Michael R. Schramm | Rollover prevention apparatus |
US9050997B1 (en) | 2010-08-31 | 2015-06-09 | Michael R. Schramm | Rollover prevention apparatus |
JP5617455B2 (ja) * | 2010-09-06 | 2014-11-05 | 株式会社ジェイテクト | 電動パワーステアリング装置 |
CN102514622A (zh) * | 2011-12-19 | 2012-06-27 | 苏州先锋物流装备科技有限公司 | 一种电动堆垛车转向限位装置 |
JP6314457B2 (ja) * | 2013-12-05 | 2018-04-25 | 村田機械株式会社 | 走行車 |
EP3094540B1 (de) | 2014-01-02 | 2021-03-24 | Michael R. Schramm | Überrollverhinderungsvorrichtung |
US10179590B2 (en) * | 2015-09-10 | 2019-01-15 | Ford Global Technologies, Llc | Park out assist |
US10926791B2 (en) * | 2018-09-21 | 2021-02-23 | Honda Motor Co., Ltd. | Electromagnetic steering for motorcycles and automobiles |
DE102019204797A1 (de) * | 2019-04-04 | 2020-10-08 | Zf Friedrichshafen Ag | Verfahren zum Auslösen eines Nothalts eines Fahrzeugs |
GB2588195B (en) * | 2019-10-14 | 2022-01-12 | Zf Automotive Uk Ltd | Torque feedback assembly for a vehicle steering column |
DE102019219392A1 (de) * | 2019-12-11 | 2021-06-17 | Robert Bosch Gmbh | Steer-by-Wire Lenksystem |
GB2603183A (en) | 2021-01-29 | 2022-08-03 | Zf Automotive Uk Ltd | Travel limiter for a vehicle steering column |
JP2023045468A (ja) * | 2021-09-22 | 2023-04-03 | Ntn株式会社 | ステアバイワイヤ式操舵装置 |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2334587A1 (fr) | 1975-12-08 | 1977-07-08 | Kottgen Kg | Dispositif de manutention a guidage automatique |
EP0243180A2 (de) | 1986-04-22 | 1987-10-28 | Mitsubishi Denki Kabushiki Kaisha | Durch Motor angetriebenes Servokenkungssystem für Vorder- und Hinterräder |
US4856606A (en) | 1988-06-07 | 1989-08-15 | Trw Inc. | Lock mechanism for rear wheel steer apparatus |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2705058A (en) * | 1953-11-30 | 1955-03-29 | Warner Electric Brake & Clutch | Magnetic torque producing device |
US3044567A (en) * | 1959-01-16 | 1962-07-17 | Charles A Reed | Retriever |
GB932266A (en) * | 1961-06-07 | 1963-07-24 | Ass Elect Ind | Automatic vehicle guidance system |
US3566986A (en) * | 1965-04-09 | 1971-03-02 | Udden Edward Carl | Self-propelled wheelchair |
DE3110499C2 (de) * | 1981-03-18 | 1983-12-01 | Jungheinrich Unternehmensverwaltung Kg, 2000 Hamburg | Fahrzeug mit Überwachungsvorrichtung und Bremsvorrichtung als freiverfahrbares, insbesondere induktivgeführtes Fahrzeug |
US5057728A (en) * | 1990-11-29 | 1991-10-15 | Crown Equipment Corporation | Three step electric brake |
US5119918A (en) * | 1991-10-11 | 1992-06-09 | Dana Corporation | Electromagnetic clutch with permanent magnet brake |
US5509509A (en) * | 1993-09-07 | 1996-04-23 | Crown Equipment Corporation | Proportional control of a permanent magnet brake |
US6211590B1 (en) * | 1997-10-02 | 2001-04-03 | Stromag, Inc. | Spring-applied pad and carrier brake |
DE19948486A1 (de) * | 1999-10-07 | 2001-08-23 | Joachim Lueckel | Lenken mittels des Antriebs bei nichtspurgebundenen Fahrzeugen |
DE19951036A1 (de) * | 1999-10-22 | 2001-04-26 | Still Gmbh | Lenkvorrichtung für ein Fahrzeug |
-
2003
- 2003-09-10 DE DE10341808A patent/DE10341808A1/de not_active Withdrawn
-
2004
- 2004-09-07 US US10/538,959 patent/US20060162987A1/en not_active Abandoned
- 2004-09-07 EP EP04764912A patent/EP1663841A1/de not_active Withdrawn
- 2004-09-07 WO PCT/EP2004/009969 patent/WO2005026039A1/de active Application Filing
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2334587A1 (fr) | 1975-12-08 | 1977-07-08 | Kottgen Kg | Dispositif de manutention a guidage automatique |
EP0243180A2 (de) | 1986-04-22 | 1987-10-28 | Mitsubishi Denki Kabushiki Kaisha | Durch Motor angetriebenes Servokenkungssystem für Vorder- und Hinterräder |
US4856606A (en) | 1988-06-07 | 1989-08-15 | Trw Inc. | Lock mechanism for rear wheel steer apparatus |
Also Published As
Publication number | Publication date |
---|---|
EP1663841A1 (de) | 2006-06-07 |
DE10341808A1 (de) | 2005-04-28 |
US20060162987A1 (en) | 2006-07-27 |
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