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WO2005080826A1 - Actionneur pour applications automobiles - Google Patents

Actionneur pour applications automobiles Download PDF

Info

Publication number
WO2005080826A1
WO2005080826A1 PCT/IB2005/000308 IB2005000308W WO2005080826A1 WO 2005080826 A1 WO2005080826 A1 WO 2005080826A1 IB 2005000308 W IB2005000308 W IB 2005000308W WO 2005080826 A1 WO2005080826 A1 WO 2005080826A1
Authority
WO
WIPO (PCT)
Prior art keywords
actuator
gearwheel
teeth
coupling
pitch circle
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/IB2005/000308
Other languages
English (en)
Inventor
Cornelius Petrus Antonius Vissers
Emmanuel Jacques Eyraud
Paul Bernard Meaney
Eduardus Gerardus Maria Holweg
Hendrikus Jan Kapaan
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SKF AB
Original Assignee
SKF AB
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 SKF AB filed Critical SKF AB
Publication of WO2005080826A1 publication Critical patent/WO2005080826A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/06—Means for converting reciprocating motion into rotary motion or vice versa
    • H02K7/075—Means for converting reciprocating motion into rotary motion or vice versa using crankshafts or eccentrics
    • 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
    • B62D5/0442—Conversion of rotational into longitudinal movement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H21/00—Gearings comprising primarily only links or levers, with or without slides
    • F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
    • F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
    • F16H21/18—Crank gearings; Eccentric gearings
    • F16H21/36—Crank gearings; Eccentric gearings without swinging connecting-rod, e.g. with epicyclic parallel motion, slot-and-crank motion
    • F16H21/365—Crank gearings; Eccentric gearings without swinging connecting-rod, e.g. with epicyclic parallel motion, slot-and-crank motion with orbital gearing having a ratio of 2:1 between central gear and orbital gear

Definitions

  • the present invention relates to an actuator for automotive applications, comprising an actuator rod that is arranged to make a linear movement.
  • a motor vehicle as e.g. a car
  • many functions have to be controlled from the driver's position.
  • these controls were transmitted to the position where the actual operation is to be carried out by mainly mechanical means, like rods and wire, or partly also by hydraulic means.
  • drive by wire There is a clear tendency in the automo- tive industry to replace such mechanical or hydraulic transmission means by electrical wiring, called “drive by wire” . If the signal to operate the brakes are transmitted from the driver' s position to the brakes by electric wire, this is called “brake by wire”.
  • Such actuators are relatively simple and hence economical to manufacture on a large production scale. It is an aim of this invention to provide an actuator for automotive applications that combines a compact design with a large stiffness. It is another aim of this invention to provide an actuator for automotive applications that is rather silent in operation. It is still another aim of this invention to provide an actuator for automotive applications that is rela- tively simple and hence economical to manufacture on a large production scale. To this end the invention provides an actuator for automotive applications according to one or more of the appended claims. Other advantages of the invention will become apparent from the description below.
  • the actuator comprises an actuator rod that is arranged to make a linear movement, and is characterised in that the actuator comprises a transformer to transform a rotating movement into the linear movement, and that the transformer is driving the actuator rod and can in use be connected to a rotationally driven shaft of a motor.
  • Such an actuator uses rotational movement as input, and the simplest way to obtain movement on a reasonable scale out of an electrical signal is rotational movement.
  • Gears provide a stiff and compact mechanical arrangement and hence stiffness and compactness is enhanced when the transformer of the actuator has a stationary frame, that comprises radially inwards pointing teeth, and a gear wheel co-operating with these teeth, this gear wheel being moveable along these teeth and being coupled to the actuator rod.
  • Such an arrangement is also known to be made in a way that very little sound is emitted from the arrangement .
  • the teeth and the gearwheel have a transmission ratio, such that at least one predefined point of the gearwheel makes a linear movement during the movement of the gearwheel, then the actuator rod can directly be coupled to that point, achieving the desired linear movement in a very simple and compact way.
  • the actuator can substantially be formed with standard components and using standard methods, and can thus be manufactured in a cost effective way.
  • a compact arrangement in the form of a unit can be reached with an actuator wherein the said motor is attached to the said frame and the said rotationally driven shaft is coupled to the gearwheel.
  • a simple and strong actuator is obtained when the shaft is perpendicular to the pitch circle of the teeth in the stationary frame and the centre of the shaft goes through a centre point of this pitch circle and that the shaft is coupled to the centre of the gearwheel.
  • a very stiff arrangement is obtained, when the gearwheel is arranged with a recess, such that the gear- wheel remains essentially symmetrical to a plane parallel to the pitch circle of the gearwheel, in which recess a first coupling for connecting the gearwheel to the actuator rod is accommodated, such that the actuator rod is movably positioned in the recess. In this arrangement the bending moments that may occur in the plane of the gearwheel are strongly reduced.
  • a somewhat less costly arrangement, but still with high stiffness can be obtained when instead of a relatively wide gearwheel with a recess, a second gearwheel is provided, co-operating with the teeth, parallel to the first gearwheel on the opposite side of the actuator rod, and wherein the first coupling couples both gear- wheels to the actuator rod.
  • the stiffness can be increased when a second coupling couples both gearwheels to each other.
  • the bending moments that may occur in the plane of the gearwheels can be further reduced when the gear- wheel on the non driven side in the centre point is coupled with a third coupling, this third coupling being supported in the stationary frame, this support being aligned with the rotationally driven shaft.
  • this third coupling is supported in the sta- tionary frame by means of a shaft, it is possible to attach auxiliary systems to this shaft. It is also possible to provide the actuator rod with teeth for co-operation with a gearwheel. This also provides a possibility to attach an auxiliary system that co-operates with the teeth of the actuator rod. In cases where e.g. a substantially linear relation between angular displacement of the rotating movement and linear displacement of the linear movement takes place, the actuator can be provided with a first control, including appropriate sensors, that limits the linear movement to an area of movement around a central point . Also in specific applications it can be desirable to control the speed of either the linear movement and/or the rotational movement.
  • the mechanical design of the actuator defines a relation between the rotational movement and the linear movement, it is sufficient to control either the linear movement or the rotational movement. Since the actuator according to the invention usu- ally has the rotational movement as input, it is most natural, but not required, to control the rotational movement or the rotational speed, also a control that includes the appropriate sensors. It should be noted that although the actuator according to the invention has been described so far with the rotational movement as the driving movement, and hence the input, the actuator of the invention is not limited to an input on the rotational movement. The actuator of the invention can with well chosen starting conditions equally be used as actuator where the linear movement is the driving movement, and hence the input.
  • Fig. 1 is a view in perspective of a first embodiment of an actuator according to the invention
  • Fig. 2 is an elevation view of the actuator of fig. 1.
  • Fig. 3 is a partially exploded view in perspective of another embodiment of an actuator according to the invention
  • Fig. 4 is a view in perspective of a mechanical back-up in yet another embodiment of the actuator accord- ing to the invention.
  • the actuator is generally indicated with numeral 1 and an actuator rod is indicated with numeral 2.
  • the actuator 1 comprises a transformer to transform a rotating movement into the linear movement and the transformer is driving the actuator rod 2 and can in use be connected to a rotationally driven shaft 14 of a motor 4.
  • Motor 4 can be equipped with or without a gear reduction.
  • Part of the rotationally driven shaft 14 is shown in fig. 3.
  • bore 3 is shown through which the shaft 14 is extending.
  • the axis of rotation of the shaft 14 is indicated in fig. 1 with a dotted line.
  • the transformer of the actuator 1 has a stationary frame 5, that comprises radially inwards pointing teeth 6, and a gear wheel 7 co-operating with these teeth, this gear wheel 7 being moveable along these teeth 6 and being coupled to the actuator rod 2.
  • the gearwheel 7 and the teeth 6 each form a pitch circle with centre points B and A (see fig. 2) respectively.
  • the teeth 6 and the gearwheel 7 have a transmission ratio, such that at least one predefined point of the gearwheel 7 makes a linear movement during said movement of the gearwheel.
  • the gearwheel 7 and the teeth 6 are dimensioned such that the pitch circle of the gearwheel 7 has a diameter that equals half the diameter of the pitch circle of the teeth 6.
  • the at least one prede- fined point is positioned on the pitch circle of the gearwheel 7.
  • the centre point of a first coupling 8 is indicated with C.
  • the axis of the first coupling 8 goes through C and also through the at least one predefined point of the gearwheel 7 that makes a linear motion and is perpendicular to the pitch circle of gearwheel 7.
  • first coupling 8 makes a linear motion and drives actuator rod 2 into making a linear motion.
  • motor 4 is attached to frame 5.
  • the axis of rotation of rotationally driven shaft 14 is shown with a dotted line.
  • the shaft is coupled to the gearwheel by second coupling 9.
  • Second coupling 9 has a bore 3 in which the shaft 14 is received.
  • the shaft 14 is perpendicular to the pitch circle of the teeth 6 in the stationary frame 5.
  • the centre of the shaft 14 goes through the centre point A of this pitch circle.
  • the shaft 14 is coupled to the centre B of the gearwheel by means of crank 9.
  • the actuator in this first embodiment of the invention converts rotating movement into linear movement.
  • gearwheel 7 is arranged with a recess, such that gearwheel 7 remains essentially symmetrical to a plane parallel to the pitch circle of gearwheel 7, in which recess first coupling 8 is accommodated, such that actuator rod 2 is movably positioned in the recess.
  • Gearwheel 7, and also teeth 6 do have a sufficiently large width, so that it can comprise, between the side faces, a recess of dimensions so first coupling 8 can be accommo- dated in this recess. This means that actuator rod 2 moves in the mid plane of gearwheel 7.
  • the actuator 1 comprises a second gearwheel 7, co-operating with teeth 6, parallel to the first gearwheel 7 on the opposite side of actuator rod 2, and wherein first coupling 8 couples both gear- wheels 7 to actuator rod 2.
  • a fourth embodiment an increase in the stiffness can be obtained compared to the third embodiment with the two gearwheels, described above.
  • gearwheel 7 is on the non driven side in centre point B coupled with a third coupling 10, third coupling 10 being supported in frame 5, this support being aligned with the rotationally driven shaft 14, as can be seen from fig. 3.
  • This additional support increases again the stiffness and is applicable to all previous embodiments.
  • the actuator according to the invention can be used in a steering system, e.g.
  • the steering rods can be coupled to the actuator rod, at basically any place that is found suitable.
  • the vehicle there may be the requirement that the vehicle is equipped with, or can be connected to a e- chanical back-up. That is, when there is a power failure, or when there is no power available, as can happen in a repair shop during repairs or in the factory during assembly, it should still be possible to steer the vehicle. For that reason the vehicle can be equipped with or can be connected to a mechanical back-up.
  • An schematic example of such a mechanical back-up is given in fig. 4 and is there generally indicated with numeral 13.
  • Such a mechanical back-up 13 can e.g. be connected to the shaft 14, at an end opposite to coupling 9, or, in the case of the fifth embodiment described above, where coupling 10 is supported in frame 5 by means of shaft 11, such a mechanical back-up 13 can also be connected to this shaft 11.
  • the actuator rod with teeth 12 to which a mechanical back-up can be connected by means of a gearwheel, as is shown in fig. 4.
  • the actuator in a traditional steering assembly.
  • the rotating movement is not provided by the motor 4, but by a manually driven shaft.
  • the positions that are mentioned above to connect the mechanical back-up can be used to connect a motor for assisting the steering action, i.e. power steering.
  • the actuator can be ap- plied is in a compressor, such as used e.g. in the cooling section of a climate control unit in cars.
  • the rotating input can be supplied by one or more electro motors and the actuator is then driving a piston.
  • a duplex unit can actuate two pistons, moving in synchronisation, 180° out of phase, or otherwise.
  • the movement can be restricted to an area of movement around a central point.
  • the actuator can be provided with appropriate control mechanisms that as such are known to a person skilled in the art and hence are not further described here. It is noted that the same actuator can be used to convert linear movement into rotating movement. The only restriction for this is that the proper starting position has to be chosen.
  • the actuator according to the invention can be used to perform the func- tion of a crankshaft in an internal combustion engine.
  • the actuator according to the invention can be designed and equipped with all necessary accessories that are required or advantageous to the application.
  • the actuator can be equipped with various types of sensors and control systems, with sealing and shielding mechanisms to protect the actuator when used in harmful environments.
  • the actuator can be oil or grease lubricated. Parts can be made of any suitable construction material, including steel as well as injection mouldable material, depending on the requirements.
  • the actuator is used e.g. as an actuator in a steer by wire system in a car, the actuator is well prepared to be equipped with a mechanical back-up, connected by electro-magnetic coupling, and activated e.g. in case of loss of electric power.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Transmission Devices (AREA)

Abstract

L'actionneur (1) pour applications automobiles de la présente invention comprend une biellette (2) d'actionneur agencée pour un déplacement linéaire. L'actionneur comprend un convertisseur qui transforme en mouvement linéaire un mouvement de rotation, le convertisseur, qui entraîne la biellette (2) d'actionneur, pouvant, en fonctionnement, être relié à l'arbre mené en rotation (14) d'un moteur (4).
PCT/IB2005/000308 2004-02-13 2005-02-07 Actionneur pour applications automobiles Ceased WO2005080826A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL1025487A NL1025487C2 (nl) 2004-02-13 2004-02-13 Actuator voor toepassing in de automobielsector.
NL1025487 2004-02-13

Publications (1)

Publication Number Publication Date
WO2005080826A1 true WO2005080826A1 (fr) 2005-09-01

Family

ID=34880444

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2005/000308 Ceased WO2005080826A1 (fr) 2004-02-13 2005-02-07 Actionneur pour applications automobiles

Country Status (2)

Country Link
NL (1) NL1025487C2 (fr)
WO (1) WO2005080826A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008052531A1 (fr) 2006-11-03 2008-05-08 Zf Friedrichshafen Ag Entraînement de réglage pour le réglage local d'un composant de suspension
EP2042354A1 (fr) * 2007-09-29 2009-04-01 Audi AG Unité de réglage de position pour une suspension de roue réglable d'un véhicule automobile

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2511660B1 (de) * 1975-03-18 1976-09-09 Ingo List Mechanisches Untersetzungsgetriebe zum Umwandeln einer drehenden in eine hin- und hergehende Bewegung mit einem Plantengetriebe
US4680518A (en) * 1985-01-12 1987-07-14 Fanuc Ltd. Servomotor velocity control method
DE4412165A1 (de) * 1994-04-08 1994-09-01 Viktor Hammermeister Kurbelgetriebe zur Umwandlung von geradelinigen Hin- und Herbewegungen in Drehbewegungen und umgekehrt
JPH11210295A (ja) * 1998-01-29 1999-08-03 Aisin Kiko Co Ltd 直動アクチュエータ

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2511660B1 (de) * 1975-03-18 1976-09-09 Ingo List Mechanisches Untersetzungsgetriebe zum Umwandeln einer drehenden in eine hin- und hergehende Bewegung mit einem Plantengetriebe
US4680518A (en) * 1985-01-12 1987-07-14 Fanuc Ltd. Servomotor velocity control method
DE4412165A1 (de) * 1994-04-08 1994-09-01 Viktor Hammermeister Kurbelgetriebe zur Umwandlung von geradelinigen Hin- und Herbewegungen in Drehbewegungen und umgekehrt
JPH11210295A (ja) * 1998-01-29 1999-08-03 Aisin Kiko Co Ltd 直動アクチュエータ

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1999, no. 13 30 November 1999 (1999-11-30) *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008052531A1 (fr) 2006-11-03 2008-05-08 Zf Friedrichshafen Ag Entraînement de réglage pour le réglage local d'un composant de suspension
DE102006052253B3 (de) * 2006-11-03 2008-07-10 Zf Friedrichshafen Ag Verstellantrieb zur örtlichen Verstellung einer Fahrwerkskomponente
EP2042354A1 (fr) * 2007-09-29 2009-04-01 Audi AG Unité de réglage de position pour une suspension de roue réglable d'un véhicule automobile

Also Published As

Publication number Publication date
NL1025487C2 (nl) 2005-08-16

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