Drive device and motor vehicle

Abstract

The invention relates to a drive device (6) for a steering device (5) for steering a first steerable wheel (2) and a second steerable wheel (3) of a motor vehicle (1), which form a left wheel and a right wheel of the motor vehicle (1), - with a housing (7) for fastening the drive device (6) to the motor vehicle (1), - with a first steering rod (11) which can be coupled to the first steerable wheel (2) for steering the first steerable wheel (2) and which is axially adjustable in the housing (7) and arranged in a rotationally fixed manner with respect to the housing (7), - with a second steering rod (13) which can be coupled to the second steerable wheel (3) for steering the second steerable wheel (3), - with a main actuator (15) for axially adjusting the first steering rod (11) relative to the housing (7), which is arranged in a fixed position on the housing (7), - with a sliding sleeve (16) which is axially adjustable in the housing (7) and arranged in a rotationally fixed manner relative to the housing (7) and which is axially fixedly coupled to the first steering rod (11) and rotatably relative thereto, - with an additional actuator (41) for rotatingly adjusting the sliding sleeve (16) relative to the housing (7), which is arranged in a fixed position on the housing (7), - wherein the second handlebar (13) is coupled to the first handlebar (11) in a rotationally fixed manner and axially adjustable relative thereto and coaxially passes through the sliding sleeve (16) and is drive-coupled to the sliding sleeve (16) in such a way that a rotational adjustment of the sliding sleeve (16) relative to the housing (7) produces an axial adjustment of the second handlebar (13) relative to the sliding sleeve (16).

Description

[0001] The invention relates to a drive device for a steering mechanism for steering a first steerable wheel and a second steerable wheel of a motor vehicle, which form a left wheel and a right wheel of the motor vehicle. The invention also relates to a motor vehicle whose steering mechanism is equipped with such a drive device.

[0002] DE 10 2016 006 088 A1 discloses a drive device comprising a first steering rod coupled to the first steerable wheel, a second steering rod coupled to the second steerable wheel, a first actuator for adjusting the first steering rod, and a second actuator for adjusting the second steering rod. The two steering rods are coupled to one another via a controllable clutch that can be adjusted between an open state and a closed state. When the clutch is open, the two steering rods can be adjusted independently of one another using the two actuators. When the clutch is closed, the two steering rods are drivingly coupled to one another via the clutch, whereby the two actuators can support one another to generate greater steering forces.

[0003] DE 10 2017 209 733 A1 discloses a steering device comprising two mechanical rack and pinion steering mechanisms, each coupled to both steerable wheels and deflectable by means of at least one steering actuator. The two rack and pinion steering mechanisms are aligned parallel to each other and arranged side by side.

[0004] DE 10 2020 122 244 A1 discloses a drive device for a steering system in which two steering rods are arranged coaxially within one another. The outer first steering rod is adjusted relative to the motor vehicle using a main actuator fixedly mounted on the motor vehicle. The inner second steering rod is adjusted relative to the first steering rod using an additional actuator fixedly mounted on the first steering rod. The main actuator thus serves to synchronously adjust a steering angle on both steerable wheels, while the additional actuator serves to adjust the track of the two steerable wheels.

[0005] DE 10 2020 203 362 A1 discloses another drive device in which a main actuator is fixedly mounted on the motor vehicle and can adjust a first steering rod relative to the vehicle, while an additional actuator is fixedly mounted on the first steering rod and serves to adjust a second steering rod relative to the first steering rod. Here, too, the main actuator serves to synchronously adjust a steering angle simultaneously on both steerable wheels, while the additional actuator serves to change the track of both wheels.

[0006] The present invention addresses the problem of providing an improved or at least a different embodiment for a drive device of the type mentioned above or for a motor vehicle whose steering device is equipped with such a drive device, which is characterized in particular by improved dynamics in conjunction with a reduced installation space requirement.

[0007] This problem is solved by the subject matter of the independent claim. Advantageous embodiments are the subject matter of the dependent claims.

[0008] The invention is based on the general idea of ​​axially adjusting the second steering rod not directly with an additional actuator, but indirectly via a sliding sleeve arranged in a housing of the drive device. This makes it possible to fix the additional actuator for indirectly adjusting the second steering rod and a main actuator for directly adjusting the first steering rod to the housing. Therefore, during steering actuation, the two actuators do not have to be moved with the steering rods, which reduces the masses moved during the steering process and accordingly improves the dynamics of the drive device and the steering system equipped with it.At the same time, due to the fixed connection of the two actuators to the housing, no adjustment path needs to be kept free for the comparatively large actuators in the area of ​​the drive device within the motor vehicle, which significantly reduces the installation space required for the drive device.

[0009] Specifically, the invention proposes a drive device for a steering mechanism for steering a first steerable wheel and a second steerable wheel of a motor vehicle, wherein the two steerable wheels form a left wheel and a right wheel of the motor vehicle, typically on a common vehicle axle, preferably on a front axle of the motor vehicle. For this purpose, the drive device is equipped with a preferably elongated housing for fastening the drive device to a motor vehicle, the longitudinal axis of which defines an axial direction and which has a first housing end and a second housing end that face axially away from one another.The drive device is also equipped with a first linkage rod which is axially led out of the housing for steering the first steerable wheel on the first housing and which can be coupled to the first steerable wheel, in particular via a first track rod, and which is axially adjustable in the housing and arranged non-rotatably relative to the housing. The drive device further has a second linkage rod which is axially led out of the housing for steering the second steerable wheel at the second end of the housing and which can be coupled to the second steerable wheel, in particular via a second track rod. The drive device has a main actuator for axially adjusting the first linkage rod relative to the housing, which is arranged stationary on the housing.Furthermore, according to the invention, the drive device is equipped with a sliding sleeve which is axially adjustable in the housing and arranged so as to be non-rotatable relative to the housing and which is coupled to the first handlebar so as to be axially fixed and rotatable relative thereto. Furthermore, the drive device is equipped with an additional actuator for rotatingly adjusting the sliding sleeve relative to the housing, which additional actuator is fixedly arranged on the housing. The second handlebar is coupled to the first handlebar so as to be non-rotatable and axially adjustable relative thereto. Furthermore, according to the invention, the second handlebar extends coaxially through the sliding sleeve and is drive-coupled to the sliding sleeve in such a way that a rotational adjustment of the sliding sleeve relative to the housing produces an axial adjustment of the second handlebar relative to the sliding sleeve. As a result, the second handlebar is inevitably also adjusted axially relative to the first handlebar.The design according to the invention results in the main actuator being configured to synchronously change the steering angles of the two steerable wheels, i.e., to steer the two steerable wheels, while the additional actuator is configured to change a difference between the steering angles of the two steerable wheels, i.e., to adjust the toe-in of the two steerable wheels. Toe-in is typically understood to mean the relative position of the wheels on a common axle. The two wheels can either run completely parallel to one another, resulting in a so-called zero toe-in, or be rotated relative to the vehicle's longitudinal axis in such a way that they would move toward one another during forward travel (so-called toe-in), or move away from one another during forward travel (so-called toe-out). The main actuator and the additional actuator are expediently electrical machines and can be controlled electrically.This makes the drive device presented here suitable for steer-by-wire steering.

[0010] In the present context, a ‘configuration’ corresponds to a ‘design’ and / or a ‘facility’, so that the phrase ‘configured so that’ is synonymous with the phrase ‘designed so that’ and / or ‘arranged so that’.

[0011] According to an advantageous embodiment, a main drive coupling that is not self-locking can be formed between the main actuator and the first steering rod. This design ensures straight-ahead travel of the two steerable wheels when the main actuator, which is designed as an electric motor, is de-energized or in a currentless state. The non-self-locking main drive coupling means that an axial force acting on the first steering rod leads to an axial adjustment of the steering rod when the main actuator is de-energized.

[0012] In the present context, a self-locking configuration is synonymous with a self-locking or self-blocking configuration.

[0013] According to an advantageous development, it can be provided that the main drive coupling, which is formed between the main actuator and the first handlebar, has a first external thread formed on the first handlebar, a drive nut which has a first internal thread complementary to the first external thread and which is rotatably and axially fixedly arranged in the housing, and a first gear which couples the main actuator to the drive nut for rotatingly driving the drive nut. The non-self-locking configuration of the main drive coupling can be realized by a non-self-locking configuration of the first gear and / or by a corresponding coordination of the first external thread and the first internal thread. For example, the first external thread and the first internal thread can have a relatively large thread pitch for this purpose in order to avoid self-locking.

[0014] In another advantageous embodiment, a sleeve drive coupling can be formed between the sliding sleeve and the second steering rod, which can in particular be configured to be self-locking, so that an axial force acting on the second steering rod cannot lead to rotation of the sliding sleeve. Thus, a set track is maintained in the de-energized state.

[0015] According to an advantageous development, it can be provided that the sleeve drive coupling, which is formed between the sliding sleeve and the second handlebar, has a second external thread formed on the second handlebar and a second internal thread formed on the sliding sleeve, which is designed to be complementary to the second external thread. Rotation of the sliding sleeve thus leads to an axial adjustment of the second handlebar, wherein the second handlebar is rotationally fixed relative to the housing via the rotationally fixed coupling to the first handlebar and its rotationally fixed coupling to the housing and accordingly cannot rotate with the sliding sleeve. In particular, the second external thread and the second internal thread can be coordinated with one another such that the sleeve drive coupling is configured to be self-locking. For example, a thread pitch of the second external thread and the second internal thread can be selected to be correspondingly small for this purpose.In particular, it can thus be provided that the thread pitch of the first external thread and the first internal thread is greater than the thread pitch of the second external thread and the second internal thread.

[0016] According to an advantageous embodiment, an additional drive coupling can be formed between the additional actuator and the sliding sleeve, which has a profile sleeve that is rotatably and axially fixedly arranged in the housing and is coupled to the sliding sleeve in a rotationally fixed and axially adjustable manner, and a second gear that couples the additional actuator to the profile sleeve for rotatingly driving the profile sleeve. In other words, to rotate the sliding sleeve, which causes an axial adjustment of the second steering rod, the additional actuator rotates the profile sleeve, and this rotation is transmitted to the sliding sleeve. Since the sliding sleeve is axially adjustably coupled to the profile sleeve, the sliding sleeve can adjust axially relative to the profile sleeve and thus relative to the housing and thus follow an axial adjustment of the first steering rod, to which it is axially fixedly connected.This design ultimately realizes the indirect drive coupling between the additional actuator and the second steering rod, which makes it possible to mount the additional actuator in a fixed position on the housing in order to improve the dynamics of the drive device.

[0017] In another embodiment, a rod drive coupling can be formed between the first handlebar and the second handlebar, which can in particular be configured as a plug-in connection and in which the first handlebar and the second handlebar are coaxially inserted into one another. The rod drive coupling creates the rotationally fixed coupling between the first handlebar and the second handlebar and enables axial adjustment of the first handlebar relative to the second handlebar. Preferably, the rod drive coupling or the plug-in connection is configured to be substantially free of play with respect to the rotationally fixed coupling.

[0018] According to an advantageous embodiment, a bearing for rotatably supporting the first handlebar and the sliding sleeve can be formed between the first handlebar and the sliding sleeve. Additionally or alternatively, a driver for axially securing the first handlebar and the sliding sleeve to one another can be formed between the first handlebar and the sliding sleeve. Additionally or alternatively, an anti-twist device can be formed between the first handlebar and the housing for non-rotatably and axially adjustably arranging the first handlebar on the housing. For example, this anti-twist device can have at least one axial groove formed in the housing and at least one sliding block which is firmly connected to the first rack transversely to the radial direction, which sliding block engages radially in the axial groove and is guided axially adjustably in the axial groove.Optionally, the anti-twist device can be equipped with a pretensioning device for reducing play within the anti-twist device. This allows the rotationally fixed coupling between the first steering rod and the housing to be configured to be essentially free of play. The pretensioning device can, for example, have a spring element that pretensions the aforementioned sliding block radially into the axial groove, wherein the sliding block and / or the axial groove can have a cross-section that tapers radially outwards, in particular trapezoidal, transversely to the axial direction. For this purpose, the sliding block can be arranged on a bolt such that it is radially adjustable and fixed transversely to the radial direction, wherein the respective bolt is fixedly attached to the first rack in the radial direction and transversely thereto.

[0019] According to an advantageous embodiment, the main actuator can be designed as an electric motor having a first axis of rotation, wherein the main actuator is preferably arranged on the housing such that the first axis of rotation is axially aligned. Alternatively, a configuration is also possible in which the main actuator is arranged on the housing such that the first axis of rotation runs transversely to the axial direction, e.g. in conjunction with a worm drive. Additionally or alternatively, the additional actuator can be designed as an electric motor having a second axis of rotation, wherein the additional actuator is preferably arranged on the housing such that the second axis of rotation is axially aligned. Alternatively, the additional actuator can also be arranged on the housing such that the second axis of rotation runs transversely to the axial direction, e.g. in conjunction with a worm drive.Additionally or alternatively, the main actuator and the additional actuator can be arranged on the housing such that they axially overlap each other. In particular, the main actuator and the additional actuator can be arranged on the housing offset by 180° from each other in the circumferential direction of the housing. Alternatively, in another embodiment, the main actuator and the additional actuator can be arranged on the same side of the housing, in particular such that the main actuator and the additional actuator axially follow one another without any offset in the circumferential direction of the housing.

[0020] According to an advantageous embodiment, the first gear of the main drive coupling can be configured as a recirculating ball gear. Additionally or alternatively, the second gear of the auxiliary drive coupling can be configured as a recirculating ball gear.

[0021] A motor vehicle according to the invention has a first steerable wheel and a second steerable wheel, which form a left steerable wheel and a right steerable wheel. The motor vehicle also has a steering device for steering the two steerable wheels, which is equipped with a drive device of the type described above. In this steering device, the first steering rod of the drive device for steering the first steerable wheel is drive-coupled to the first steerable wheel, in particular via a first tie rod, while the second steering rod of the drive device for steering the second steerable wheel is drive-coupled to the second steerable wheel, in particular via a second tie rod.

[0022] Further important features and advantages of the invention emerge from the subclaims, from the drawings and from the associated description of the figures with reference to the drawings.

[0023] It is understood that the features mentioned above and those to be explained below can be used not only in the respective combination specified, but also in other combinations or on their own, without departing from the scope of the invention. Components mentioned above and to be mentioned below of a higher-level unit, such as a device, an apparatus, or an arrangement, which are designated separately, may form separate parts or components of this unit or be integral areas or sections of this unit, even if this is shown differently in the drawings.

[0024] Preferred embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description, wherein the same reference numerals refer to the same or similar or functionally identical components.

[0025] They show, schematically, Fig. 1 a longitudinal section of a drive device in the area of ​​an additional actuator, Fig. 2 a longitudinal section of the drive device in the area of ​​a main actuator, Fig. 3 a highly simplified front view of a motor vehicle with such a drive device.

[0026] Accordingly Fig. 3 comprises a motor vehicle 1, which may preferably be a passenger car, a first steerable wheel 2 and a second steerable wheel 3, which are assigned to a common vehicle axle 4, which usually forms a front axle of the vehicle 1. The two steerable wheels 3, 4 form a left steerable wheel and a right steerable wheel on the vehicle 1, wherein the relative location specifications "left" and "right" refer to the direction of travel of the vehicle 1 when traveling forward. The vehicle 1 is also equipped with a steering device 5, shown in a highly simplified manner, which is configured to steer the two steerable wheels 2, 3 and which is equipped with a drive device 6, which will be described below with reference to the Fig. 1 and Fig. 2. In order for the steering device 5 to Fig. 3, the vehicle 1 is shown transparently in the area of ​​the steering device 5.

[0027] According to the Fig. 1 and Fig. 2, the drive device 6 comprises a preferably elongated housing 7, which is fastened to the vehicle 1 in the installed state of the drive device 6. Corresponding fastening points 40 are shown in Fig. 2 and can, for example, have openings for the passage of fastening screws. The housing 7 can be configured in several parts. The housing 7 has a longitudinal axis 8, which defines an axial direction X, which is Fig. 1 to 3 is indicated by a double arrow. The housing 7 has a first housing end 9 and a second housing end 10, wherein the two housing ends 9, 10 are axially facing away from each other. The drive device 6 has a first steering rod 11, which is led axially out of the housing 7 at the first housing end 9 for steering the first steerable wheel 2 and is usually connected via a Fig. 3 is coupled to the first steerable wheel 2. The first steering rod 11 is also axially adjustable in the housing 7 and arranged in a rotationally fixed manner with respect to the housing 7. The drive device 6 also has a second steering rod 13, which is led axially out of the housing 7 at the second housing end 10 for steering the second steerable wheel 3 and which is usually connected via a Fig. 3 is coupled to the second steerable wheel 3. The drive device 6 also has a Fig. 2, which is provided for axially adjusting the first steering rod 11 relative to the housing 7 and is arranged stationary on the housing 7 for this purpose. The main actuator 15 is preferably an electric machine. Furthermore, the drive device 6 has a Fig. 1 and Fig. 2, which is arranged in the housing 7 so as to be axially adjustable and rotationally fixed relative to the housing 7. The sliding sleeve 16 is coupled to the first steering rod 11 so as to be axially fixed and rotationally fixed relative to the first steering rod 11. In addition, the drive device 6 has a Fig. 1, which is configured for the rotational adjustment of the sliding sleeve 16 relative to the housing 7 and is arranged stationary on the housing 7 for this purpose. The additional actuator 41 is preferably an electric machine. Furthermore, the second handlebar 13 is coupled to the first handlebar 11 in a rotationally fixed manner and axially adjustable relative thereto. The second handlebar 13 passes coaxially through the sliding sleeve 16 and is drive-coupled to the sliding sleeve 16. The drive coupling between the second handlebar 13 and the sliding sleeve 16 forms a sleeve drive coupling 17, which is configured such that a rotational adjustment of the sliding sleeve 16 relative to the housing 7 generates an axial adjustment of the second handlebar 13 relative to the sliding sleeve 16.Since the sliding sleeve 16 is axially fixedly coupled to the first steering rod 11 and the second steering rod 13 is axially adjustable and coupled to the first steering rod 11, an axial adjustment of the second steering rod 13 relative to the sliding sleeve 16 simultaneously causes an axial adjustment of the second steering rod 13 relative to the first steering rod 11. Thus, by rotating the sliding sleeve 16, the track of the two steerable wheels 2, 3 can be adjusted or set, for example, from a toe-in via a zero toe-in to a toe-out. Accordingly, the additional actuator 41, which is configured for rotatingly adjusting the sliding sleeve 16 relative to the housing 7, serves to adjust the track or to change a difference between the steering angles of the two steerable wheels 2, 3. In contrast, the main actuator 15 serves to synchronously change or set the steering angles of the two steerable wheels 2, 3, i.e., to steer the vehicle 1.The synchronous steering angle adjustment on both steerable wheels 2, 3 is achieved by actuating the main actuator 15, which axially adjusts the first steering rod 11 relative to the housing 7. Due to the axially fixed coupling of the first steering rod 11 to the sliding sleeve 16 and the sleeve drive coupling 17 between the sliding sleeve 16 and the second steering rod 13, the second steering rod 13 is also forced to adjust simultaneously. In particular, the sleeve drive coupling 17 can be configured to be self-locking for this purpose.

[0028] A main drive coupling 18 is formed between the main actuator 15 and the first steering rod 11, which is configured as a non-self-locking main drive coupling 18. The main actuator 15 is an electric machine that, when energized, axially drives the first steering rod 11. In the de-energized or non-energized state, due to the lack of self-locking, the first steering rod 11, when axially driven by external forces, can be axially adjusted relative to the housing 7.

[0029] The main drive coupling 18 is particularly configured to convert a rotational movement of the main actuator 15 into an axial movement of the first steering rod 11. For this purpose, the main drive coupling 18 can have a first external thread 19 formed on the first steering rod 11, a drive nut 20, and a first gear 21. The drive nut 20 then has a first internal thread 22 complementary to the first external thread 19 and is rotatably and axially fixedly arranged in the housing 7. The first gear 21 couples the main actuator 15 to the drive nut 20 for rotatingly driving the drive nut 20. The rotation of the drive nut 20 generates an axial adjustment of the first steering rod 11 via the interacting threads 19, 22. When the main actuator 15 is not driven or de-energized, an axial force on the first steering rod 11 can cause an axial adjustment of the first steering rod 11, which leads to a twisting of the drive nut 20.The first gear 21 can be designed in particular as a recirculating ball gear.

[0030] The sleeve drive coupling 17 formed between the sliding sleeve 16 and the second steering rod 13 is expediently configured as a self-locking sleeve drive coupling 17. The additional actuator 41 is expediently also an electric machine which, when energized, drives the sliding sleeve 16 in rotation, resulting in the axial adjustment of the second steering rod 13. An axial force acting on the second steering rod 13 cannot generate any rotational adjustment of the sliding sleeve 16 due to the self-locking nature of the sleeve drive coupling 17, so that the axial position of the second steering rod 13 is fixed relative to the sliding sleeve 16. Likewise, an axial adjustment of the sliding sleeve 16 due to an axial adjustment of the first steering rod 11 cannot produce a rotation of the sliding sleeve 16, since the second steering rod 13 is coupled in a rotationally fixed manner to the first steering rod 11 and the sliding sleeve 16 cannot drive rotationally due to the self-locking.This allows the second steering rod 13 to be axially adjusted synchronously with the first steering rod 11. The sleeve drive coupling 17 can have a second external thread 23 formed on the second steering rod 13 and a second internal thread 24 formed on the sliding sleeve 16, which is complementary to the second external thread 23. The self-locking of the sleeve drive coupling 17 can be achieved by appropriately matching the second external thread 23 and the second internal thread 24 to one another, in particular by a correspondingly small thread pitch.

[0031] Between the additional actuator 41 and the slide sleeve 16, an additional drive coupling 25 can be formed, which has a profile sleeve 26 and a second gear 27. The profile sleeve 26 is rotatable in the housing 7 and arranged axially fixed, and is rotationally fixed and axially adjustable with respect to the slide sleeve 16. For example, the slide sleeve 16 may have an axial external tooth 28 on its cylindrical outer side, while the profile sleeve 26 may have an axial internal tooth 29 complementary to the external tooth 28 radially inside. The second gear 27 couples the additional actuator 41 with the profile sleeve 26 for rotationally driving the profile sleeve 26. The second gear 27 can in particular be configured as a ball bearing gear.

[0032] A rod drive coupling 30 can be formed between the first handlebar 11 and the second handlebar 13, which is designed as a plug-in connection in which the first handlebar 11 and the second handlebar 13 are coaxially inserted into one another. In the example shown here, the second handlebar 13 is coaxially inserted into the first handlebar 11. The plug-in connection or the rod drive coupling 30 is configured to be play-free, in particular with respect to the circumferential direction of the housing 7. A bearing 31 for rotatably supporting the first handlebar 11 and the sliding sleeve 16 can be formed between the first handlebar 11 and the sliding sleeve 16. Furthermore, a driver 32 can be formed between the first handlebar 11 and the sliding sleeve 16, which driver is configured to axially fix the first handlebar 11 to the sliding sleeve 16. In particular, this driver 32 can be integrated into the bearing 31.For example, the bearing 31 may have two rolling element bearings inclined towards each other.

[0033] Between the first handlebar 11 and the housing 7, an anti-twist device 33 can also be formed, which is configured for the rotationally fixed and axially adjustable arrangement of the first handlebar 11 on the housing 7. In the example shown, the anti-twist device 33 can be arranged according to Fig. 1 have two diametrically opposed axial grooves 34, which are formed on an inner side of the housing 7. Furthermore, the anti-rotation device 33 comprises for each axial groove 34, a sliding block 35, which engages radially in the respective axial groove 34 and is fixedly connected transversely to the radial direction to the first steering rod 11. The anti-rotation device 33 can expediently be equipped with a pretensioning device 36, which is configured to reduce play in the anti-rotation device 33. In the example of Fig. 1, the pretensioning device 36 is formed by spring elements that are supported radially outwardly on the respective sliding block 35 and radially inwardly on the first steering rod 11, thereby pretensioning the sliding block 35 radially outward. The sliding block 35 is arranged radially adjustable on a bolt 37 and held transversely to the radial direction on the respective bolt 37. The respective bolt 37 is attached to the first steering rod 11 such that it is firmly connected thereto at least transversely to the radial direction. Advantageously, the respective bolt 37 is also firmly connected to the first steering rod 11 in the radial direction.

[0034] The main actuator 15 is expediently designed as a rotating electric motor having a rotational axis 38, wherein the main actuator 15 is arranged on the housing 7 such that its rotational axis 38 is axially aligned. The additional actuator 41 is expediently designed as a rotating electric motor, which also has a rotational axis 39. The additional actuator 41 is arranged on the housing 7 such that its rotational axis 39 is axially aligned. In the example of the Fig. 1 and Fig.2, the main actuator 15 and the additional actuator 41 are arranged on the housing 7 offset by 90° from one another with respect to the circumferential direction of the housing 7. In a preferred embodiment, the main actuator 15 and the additional actuator 41 can be arranged on the housing 7 offset by 180° from one another in the circumferential direction of the housing 7. In the example shown here, the main actuator 15 and the additional actuator 41 are also arranged on the housing 7 such that they axially overlap one another. In particular, the main actuator 15 and the additional actuator 41 are arranged axially substantially congruent. This results in a particularly compact design for the drive device 6 in the axial direction X.

Claims

[1] Drive device (6) for a steering device (5) for steering a first steerable wheel (2) and a second steerable wheel (3) of a motor vehicle (1), which form a left wheel and a right wheel of the motor vehicle (1), - with a housing (7) for fastening the drive device (6) to the motor vehicle (1), the longitudinal axis (8) of which defines an axial direction (X) and which has a first housing end (9) and a second housing end (10) which are axially remote from one another, - with a first steering rod (11) which is led axially out of the housing (7) at the first housing end (9) for steering the first steerable wheel (2) and which can be coupled to the first steerable wheel (2), and which is arranged in the housing (7) so as to be axially adjustable and non-rotatable with respect to the housing (7), - with a second steering rod (13) which is led axially out of the housing (7) at the second housing end (10) for steering the second steerable wheel (3) and can be coupled to the second steerable wheel (3), - with a main actuator (15) for axially adjusting the first steering rod (11) relative to the housing (7), which is arranged in a fixed position on the housing (7), - with a sliding sleeve (16) which is axially adjustable in the housing (7) and arranged in a rotationally fixed manner relative to the housing (7) and which is axially fixedly coupled to the first steering rod (11) and rotatably relative thereto, - with an additional actuator (41) for rotatingly adjusting the sliding sleeve (16) relative to the housing (7), which is arranged in a fixed position on the housing (7), - wherein the second handlebar (13) is coupled to the first handlebar (11) in a rotationally fixed manner and is axially adjustable relative thereto, - wherein the second steering rod (13) passes coaxially through the sliding sleeve (16) and is drive-coupled to the sliding sleeve (16) in such a way that a rotational adjustment of the sliding sleeve (16) relative to the housing (7) produces an axial adjustment of the second steering rod (13) relative to the sliding sleeve (16). [2] Drive device (6) according to claim 1, characterized by , - that a main drive coupling (18) is formed between the main actuator (15) and the first steering rod (11), which is configured as a non-self-locking main drive coupling (18). [3] Drive device (6) according to claim 2, characterized by , - that the main drive coupling (18) has a first external thread (19) formed on the first steering rod (11), a drive nut (20) which has a first internal thread (22) complementary to the first external thread (19) and which is rotatably and axially fixedly arranged in the housing (7), and a first gear (21) which couples the main actuator (15) to the drive nut (20) for rotatingly driving the drive nut (20). [4] Drive device (6) according to one of the preceding claims, characterized by , - that a sleeve drive coupling (17) is formed between the sliding sleeve (16) and the second steering rod (13), which is configured as a self-locking sleeve drive coupling (17). [5] Drive device (6) according to claim 4, characterized by , - that the sleeve drive coupling (17) has a second external thread (23) formed on the second handlebar (13) and a second internal thread (24) formed on the sliding sleeve (16), which is designed to be complementary to the second external thread (23). [6] Drive device (6) according to one of the preceding claims, characterized by , - that an additional drive coupling (25) is formed between the additional actuator (41) and the sliding sleeve (16), which has a profile sleeve (26) which is rotatably and axially fixedly arranged in the housing (7) and which is coupled to the sliding sleeve (16) in a rotationally fixed manner and axially adjustable thereto, and a second gear (27) which couples the additional actuator (41) to the profile sleeve (26) for rotatingly driving the profile sleeve (26). [7] Drive device (6) according to one of the preceding claims, characterized by , - that a rod drive coupling (30) is formed between the first handlebar (11) and the second handlebar (13), in which the first handlebar (11) and the second handlebar (13) are coaxially inserted into one another. [8] Drive device (6) according to one of the preceding claims, characterized by , - that between the first handlebar (11) and the sliding sleeve (16) a bearing (31) for rotatably supporting the first handlebar (11) and the sliding sleeve (16) against each other and / or a driver (32) for axially fixing the first handlebar (11) and the sliding sleeve (16) against each other is formed, and / or - that an anti-twist device (33) is formed between the first handlebar (11) and the housing (7) for arranging the first handlebar (11) on the housing (7) in a rotationally fixed manner, wherein the anti-twist device (33) can have a pretensioning device (36) for reducing play in the anti-twist device (33). [9] Drive device (6) according to one of the preceding claims, characterized by , - that the main actuator (15) is designed as an electric motor having a rotational axis (38), wherein the main actuator (15) is arranged on the housing (7) such that the rotational axis (38) is axially aligned, and / or - that the additional actuator (41) is designed as an electric motor having a rotational axis (39), wherein the additional actuator (41) is arranged on the housing (7) such that the rotational axis (39) is axially aligned, and / or - that the main actuator (15) and the additional actuator (41) are arranged on the housing (7) in such a way that they overlap each other axially, and / or - that the main actuator (15) and the additional actuator (41) are arranged on the housing (7) offset by 180° to one another in the circumferential direction of the housing (7). [10] Motor vehicle (1), - with a first steerable wheel (2) and with a second steerable wheel (3), - with a steering device (5) for steering the two steerable wheels (2, 3), which is equipped with a drive device (6) according to one of the preceding claims, - wherein the two steerable wheels (2, 3) form a left steerable wheel and a right steerable wheel, - wherein the first steering rod (11) for steering the first steerable wheel (2) is drive-coupled to the first steerable wheel (2), - wherein the second steering rod (13) for steering the second steerable wheel (3) is drive-coupled to the second steerable wheel (3).

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