Double-kingpin suspension steering device and steering performance testing device thereof

Abstract

The utility model discloses a double-main-pin suspension steering device and a steering performance testing device thereof, and belongs to the field of suspension devices. The steering system comprises a steering gear assembly, and steering tie rod assemblies, an upper suspension swing arm, a lower suspension swing arm, a shock absorber, a cylindrical frame and a steering knuckle assembly which are arranged at the two ends of the steering gear assembly, the cylindrical frame rotates relative to a wheel hub, and the steering knuckle assembly comprises a steering knuckle, a worm and gear mechanism and a steering connecting rod; the steering knuckle comprises an upper suspension joint, a lower suspension joint and a connecting frame used for connecting the upper suspension joint and the lower suspension joint, and the cylindrical frame and the steering knuckle can integrally rotate around the axis of the first main pin; the cylindrical frame rotates around the axis of the second main pin relative to the whole steering knuckle. The steering gear assembly comprises a steering gear shell, a steering support, a main steering mechanism and an auxiliary steering mechanism. According to the device, small-angle rotation under conventional mode steering can be conducted, large-angle rotation can also be achieved, multi-direction movement of the suspension is achieved, and using convenience is enhanced.

Description

Technical Field

[0001] This utility model relates to the field of suspension device technology, and more specifically to a double kingpin suspension steering device and its steering performance testing device. Background Technology

[0002] Traditional suspension steering systems achieve large-angle wheel steering by increasing the kingpin lateral offset, maintaining mechanical connection between the left and right wheels. However, when achieving large-angle steering, the linkage mechanism is prone to reaching dead points, reducing the force transmission performance of wheel steering and leading to abnormal steering. Patent number 202111203845.7 discloses a dual kingpin differential independent steering system for vehicles. In conventional steering mode, a rack and pinion steering power mechanism drives the spindle column to translate laterally along the vehicle, causing the steering tie rod assembly to push and pull the steering knuckle, achieving conventional wheel steering. In differential steering mode, the spindle column rotates, causing it to drive the steering tie rod assembly and worm gear, creating a relative angle between the first and second steering knuckles, achieving large-angle wheel steering. This overcomes the technical problem of excessive transmission pressure angle in the steering tie rod assembly under large steering angle requirements, reducing the burden on the steering system. Simultaneously, it allows for active dynamic adjustment of steering geometry, making vehicle steering easier and driving more stable. However, the steering knuckle at the wheel end uses a gear-type mechanism connected to a worm gear. The gaps and incomplete meshing between the gears in this mechanism can cause vibration and impact, affecting the smoothness of power transmission. The gear mechanism also occupies a large space, making the entire wheel-side mechanism quite bulky. Gear drive systems require the meshing of multiple gears, which can easily lead to significant friction and wear over long periods of operation, resulting in low transmission efficiency. Furthermore, there is currently no suitable testing device for evaluating the steering performance of a double kingpin steering suspension system.

[0003] Therefore, how to provide a double kingpin suspension steering device with low friction and high transmission efficiency is crucial. Utility Model Content

[0004] In view of this, the present invention aims to provide a double kingpin suspension steering device to solve the problems of existing double kingpin suspension steering systems where the gear drive system requires meshing between multiple gears, which easily generates large friction and wear during long-term operation, resulting in low transmission efficiency. Furthermore, there is still no suitable testing device for testing the steering performance of double kingpin steering suspension systems in the existing technology.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A double kingpin suspension steering device includes a steering gear assembly and steering tie rod assemblies, an upper suspension control arm, a lower suspension control arm, a shock absorber, a telescopic frame, and a steering knuckle assembly disposed at both ends thereon; the telescopic frame rotates relative to the wheel hub.

[0007] The steering knuckle assembly includes a steering knuckle, a worm gear mechanism, and a steering linkage. The cylindrical frame is mounted on the wheel hub. The steering knuckle includes an upper suspension joint, a lower suspension joint, and a connecting frame for connecting the upper and lower suspension joints. The upper suspension control arm is rotatably connected to the upper suspension joint via ball joint A. The lower suspension control arm is rotatably connected to the lower suspension joint via ball joint B. The line connecting ball joint A and ball joint B is the first kingpin axis, and the cylindrical frame and the steering knuckle as a whole can rotate around the first kingpin axis. The suspension joint is rotatably connected to the telescopic frame via a revolute joint C, and the lower suspension joint is rotatably connected to the telescopic frame via a revolute joint D. The line connecting the rotation center of the revolute joint C and the rotation center of the revolute joint D is the second kingpin axis, and the telescopic frame rotates as a whole relative to the steering knuckle around the second kingpin axis. The worm gear mechanism is mounted on the lower suspension joint, one end of the steering linkage is connected to the output end of the worm gear mechanism, and the other end is rotatably connected to the telescopic frame. The shock absorber is connected to the upper suspension joint via a ball joint E.

[0008] The steering assembly includes a steering housing, a steering support, a main steering mechanism, and a secondary steering mechanism. The steering housing is mounted on the vehicle body, and the steering support is fixed inside the steering housing. The main steering mechanism includes a main steering drive motor, a main transmission gear set, a main output gear, and a threaded rod. The main steering drive motor is fixed inside the steering housing. The input end of the main transmission gear set is driven by the main steering drive motor, and the main output gear is driven by the output end of the main transmission gear set. One end of the threaded rod is slidably connected to the steering support, and its rod body is threadedly connected to the inner ring side of the main output gear.

[0009] The auxiliary steering mechanism includes an auxiliary steering drive motor, an auxiliary transmission gear set, an auxiliary output gear, and a splined shaft. The auxiliary steering drive motor is fixed inside the steering gear housing. The input end of the auxiliary transmission gear set is driven by the auxiliary steering drive motor. The auxiliary output gear is driven by the output end of the auxiliary transmission gear set. One end of the splined shaft is fixedly connected to the threaded rod, and its rod body is driven by the auxiliary output gear.

[0010] The two ends of the steering tie rod assembly are respectively connected to the other end of the spline shaft and the input end of the worm gear mechanism via universal joints.

[0011] The beneficial effects of this invention are as follows: In conventional mode, the torque output by the main steering drive motor is reduced in speed by the reduction gear set and then transmitted to the main output gear, thereby driving the threaded rod to translate. This, in turn, drives the steering knuckle assembly to rotate around the first kingpin axis via the steering tie rod assembly, achieving conventional wheel steering. In omnidirectional steering mode: When the auxiliary steering drive motor starts, it drives the spline shaft to rotate, which in turn drives the steering linkage to rotate via the worm gear mechanism. This rotates the cylindrical frame, causing the wheel to rotate around the second kingpin axis, achieving a large-angle steering of 0°-90°. Furthermore, there is no need for gear transmission between the worm gear mechanism and the cylindrical frame, reducing mechanical friction and improving transmission efficiency.

[0012] Furthermore, the first kingpin axis has a backslope angle and an inclination angle, the backslope angle being 1-3° and the inclination angle being 3-8°, and the second kingpin axis has an inclination angle of 0°.

[0013] Furthermore, the steering tie rod assembly includes a first tie rod, a second tie rod, and an adjusting shim. One end of the first tie rod is connected to a spline shaft via a universal joint, and the other end is connected to the second tie rod via two flanges. The adjusting shim is disposed between the two flanges. The other end of the second tie rod is connected to the input end of the worm gear mechanism.

[0014] Furthermore, the worm gear mechanism includes a worm and a worm wheel. The worm is connected to the second tie rod via a universal joint. The worm wheel is rotatably mounted on the lower cantilever joint and rotatably connected to the worm. The end of the steering linkage away from the cylindrical frame is fixed to the worm wheel via a rotating shaft.

[0015] Furthermore, an angle adjustment pad is installed at the connection between the upper suspension joint and the upper suspension swing arm.

[0016] Furthermore, it also includes a wheel-side drive assembly, which includes a wheel-side drive motor, a water-cooling jacket, an adapter plate, a sun gear, a first-stage planetary gear set, a second-stage planetary gear set, an internal gear ring, and a torque tube. The water-cooling jacket is fitted around the outer periphery of the drive motor, and the cylindrical frame is fitted around the outer periphery of the water-cooling jacket. The adapter plate is fixed to one side of the cylindrical frame corresponding to the wheel. One end of the sun gear is fixedly connected to the output shaft of the wheel-side drive motor. The first-stage planetary gear set is rotatably connected to the adapter plate and is drivenly connected to the other end of the sun gear. The second-stage planetary gear set is drivenly connected to the first-stage planetary gear set. The internal gear ring is drivenly connected to the second-stage planetary gear set. The torque tube is fixedly connected to the internal gear ring and is drivenly connected to the wheel hub to drive the wheel to rotate.

[0017] A steering performance testing device for a dual kingpin suspension steering system includes a dual kingpin suspension steering system, a vehicle frame, a test bench, and a steering angle sensor installed at the wheel. The vehicle frame is hinged to two sets of upper suspension arms, the lower suspension arms, and the shock absorber of the dual kingpin suspension steering system. The test bench includes a base, wheel support plates, and a vehicle frame clamping frame. Two wheel support plates are provided, and the two wheel support plates are symmetrically fixed at both ends of the base to support the wheels. The vehicle frame clamping frame is used to press the vehicle frame onto the base.

[0018] The beneficial effects of this utility model are: it can fix the double kingpin suspension steering device so as to accurately measure its steering performance.

[0019] Furthermore, the frame clamping frame includes two sets of support frames, a first pressure rod, and a second pressure rod. The two sets of support frames are arranged at intervals along the direction perpendicular to the two wheel support plates, and their structures are identical, each including a first support rod, a second support rod, and a locking member. The first support rod and the second support rod are slidably connected to the base along the direction of the two wheel support plates to move closer or further away from each other, and are locked together by the locking member. The first pressure rod and the second pressure rod are arranged along the direction perpendicular to the two wheel support plates. The two ends of the first pressure rod are respectively connected to the two first support rods, and the two ends of the second pressure rod are respectively connected to the two second support rods.

[0020] Furthermore, a simulated ground surface is installed on top of the wheel support plate.

[0021] Furthermore, the wheel support plate is mounted on the base by screws or clips.

[0022] As can be seen from the above technical solution, compared with the prior art, this utility model discloses a dual kingpin suspension steering device with two modes: conventional steering and omnidirectional steering. In conventional steering mode, the main steering drive motor outputs torque, which is reduced by the reduction gear set and then transmitted to the main output gear, thereby driving the threaded rod to translate. Through the steering tie rod assembly, the steering knuckle assembly is driven to rotate around the first kingpin axis, realizing wheel steering. Omnidirectional steering mode: When a large-angle steering is required, the auxiliary steering drive motor starts, driving the spline shaft to rotate axially. Then, through the worm gear mechanism, the cylindrical frame is driven to rotate, causing the wheel to rotate around the second kingpin axis, realizing wheel steering from 0° to 90° and eliminating the risk of abnormal tire wear. When the auxiliary steering drive motor starts, the main steering drive motor starts simultaneously, generating an equal and opposite speed to rotate the main output gear, thus keeping the main steering mechanism in its original position. In addition, a steering performance testing device for the dual kingpin suspension steering device is provided, which can test various performance characteristics during the steering process. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of a double kingpin suspension steering device provided by the present invention.

[0025] Figure 2 This is a schematic diagram of the steering gear assembly provided by this utility model.

[0026] Figure 3 This utility model provides an angle structure diagram of a double kingpin suspension steering device.

[0027] Figure 4 This is a schematic diagram of another angle of the double kingpin suspension steering device provided by this utility model.

[0028] Figure 5 A schematic diagram of the steering knuckle, upper suspension control arm, lower suspension control arm, and lateral tie rod assembly provided for this utility model.

[0029] Figure 6 A schematic diagram of the worm gear mechanism provided by this utility model.

[0030] Figure 7 The structural diagram of the wheel-side drive assembly provided by this utility model.

[0031] Figure 8 A schematic diagram of a steering performance testing device for a double kingpin suspension steering system provided by this utility model.

[0032] Figure 9 A schematic diagram of the test bench provided by this utility model.

[0033] Figure 10 This is a schematic diagram of a steering performance testing device for a double kingpin suspension steering system provided by this utility model, without the test bench.

[0034] In the diagram: 1. Steering gear assembly; 11. Steering support; 12. Main steering drive motor; 13. Main transmission gear set; 14. Main output gear; 15. Threaded rod; 16. Secondary steering drive motor; 17. Secondary transmission gear set; 18. Secondary output gear; 19. Splined shaft; 2. Steering tie rod assembly; 3. Upper suspension control arm; 4. Lower suspension control arm; 5. Telescopic frame; 6. Steering knuckle; 61. Upper suspension joint; 62. Lower suspension joint; 63. Connecting frame; 7. Worm gear mechanism; 71. Worm gear; 72. Worm; 8. Steering link; 9. Tilt adjustment pad; 10. Shock absorber; L1 1. First kingpin axis, L2. Second kingpin axis, 211. Wheel-side drive motor, 212. Water-cooled jacket, 213. Adapter plate, 214. Sun gear, 215. First-stage planetary gear set, 216. Second-stage planetary gear set, 217. Torque tube, 218. Hub torque tube, 219. End cap, 220. Limiting plate, 221. Locking ring, 100. Frame, 200. Test bench, 201. Base, 202. Wheel support plate, 203. Frame clamping frame, 2031. First support rod, 2032. Second support rod, 2033. First pressure rod, 2034. Second pressure rod. Detailed Implementation

[0035] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0036] In the description of this utility model, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0037] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0038] Please see Figures 1-7 This embodiment provides a double kingpin suspension steering device, including a steering gear assembly 1 and steering tie rod assemblies 2, upper suspension control arms 3, lower suspension control arms 4, shock absorbers 10, telescopic frame 5, and steering knuckle assembly disposed at both ends thereon; the telescopic frame 5 rotates relative to the wheel hub.

[0039] The steering knuckle assembly includes a steering knuckle 6, a worm gear mechanism 7, and a steering link 8. A cylindrical frame 5 is mounted on the wheel hub. The steering knuckle 6 includes an upper suspension joint 61, a lower suspension joint 62, and a connecting frame 63 for connecting the upper suspension joint 61 and the lower suspension joint 62. The upper suspension control arm 3 is rotatably connected to the upper suspension joint 61 via ball joint A; the lower suspension control arm 4 is rotatably connected to the lower suspension joint 62 via ball joint B; the line connecting ball joint A and ball joint B is the first kingpin axis L1. The cylindrical frame 5 and the steering knuckle 6 as a whole can rotate around the first kingpin axis L1. The upper suspension joint 61 is rotatably connected to the telescopic frame 5 via a revolute joint C, and the lower suspension joint 62 is rotatably connected to the telescopic frame 5 via a revolute joint D. The line connecting the rotation center of revolute joint C and the rotation center of revolute joint D is the second kingpin axis L2, and the telescopic frame 5 rotates as a whole relative to the steering knuckle 6 around the second kingpin axis L2. The worm gear mechanism 7 is installed on the lower suspension joint 62, and one end of the steering linkage 8 is connected to the output end of the worm gear mechanism 7, while the other end is rotatably connected to the telescopic frame 5. The shock absorber 10 is connected to the upper suspension joint 61 via a ball joint E.

[0040] The steering assembly 1 includes a steering housing, a steering support 11, a main steering mechanism, and a secondary steering mechanism. The steering housing is mounted on the vehicle body, and the steering support 11 is fixed inside the steering housing. The main steering mechanism includes a main steering drive motor 12, a main transmission gear set 13, a main output gear 14, and a threaded rod 15. The main steering drive motor 12 is fixed inside the steering housing. The input end of the main transmission gear set 13 is driven by the main steering drive motor 12, and the main output gear 14 is driven by the output end of the main transmission gear set 13. One end of the threaded rod 15 is slidably connected to the steering support 11, and its rod body is threadedly connected to the inner ring side of the main output gear 14.

[0041] The auxiliary steering mechanism includes an auxiliary steering drive motor 16, an auxiliary transmission gear set 17, an auxiliary output gear 18, and a splined shaft 19. The auxiliary steering drive motor 16 is fixed inside the steering gear housing. The input end of the auxiliary transmission gear set 17 is connected to the auxiliary steering drive motor 16, and the auxiliary output gear 18 is connected to the output end of the auxiliary transmission gear set 17. One end of the splined shaft 19 is fixedly connected to a threaded rod 15, and its rod body is fixed to the auxiliary output gear 18.

[0042] The two ends of the steering tie rod assembly 2 are connected to the other end of the spline shaft 19 and the input end of the worm gear mechanism 7 via universal joints.

[0043] In normal mode, the main steering drive motor 12 outputs torque, which is reduced in speed by the reduction gear set and then transmitted to the main output gear 14. This drives the threaded rod to translate, and through the steering tie rod assembly 2, pushes the steering knuckle assembly to rotate around the first kingpin axis L1, thus achieving normal wheel steering. In this mode, the design of the spline shaft 19 allows it to slide and connect with the slot in the auxiliary output gear when the threaded rod translates, thereby allowing the spline shaft to drive the lateral tie rod assembly to move laterally.

[0044] In omnidirectional steering mode, the auxiliary steering drive motor 16 starts, driving the auxiliary output gear to rotate. The splined shaft is axially engaged with the auxiliary output gear and can rotate accordingly. Then, through the worm gear mechanism 7, it drives the cylindrical frame 5 to rotate, causing the wheel to rotate around the second kingpin axis L2, achieving a large-angle steering of 0°-90°. When the auxiliary steering drive motor 16 starts, the main steering drive motor 12 also starts simultaneously, generating an equal and opposite speed to rotate the main output gear 14, thus keeping the main steering mechanism stationary in its original position.

[0045] The first kingpin axis L1 has a backslope angle and an inclination angle, wherein the backslope angle is 1-3° and the inclination angle is 3-8°, with an offset of -18 to 70 mm. The second kingpin axis L2 has an inclination angle of 0°, that is, the second kingpin axis L2 is vertically set.

[0046] The steering tie rod assembly 2 includes a first tie rod 21, a second tie rod 22, and adjusting shims 23. One end of the first tie rod 21 is connected to the splined shaft 19 via a universal joint, and the other end is connected to the second tie rod 22 via two flanges. The adjusting shims 23 are disposed between the two flanges. The other end of the second tie rod 22 is connected to the input end of the worm gear mechanism 7. By increasing or decreasing the number of adjusting shims 23, the length of the tie rod assembly is changed, thereby adjusting the initial toe angle of the wheel.

[0047] The worm gear mechanism 7 includes a worm 71 and a worm wheel 72. The worm 71 is connected to the second tie rod 22 via a universal joint. The worm wheel 72 is rotatably mounted on the lower cantilever joint and rotatably connected to the worm 71. The end of the steering link 8 away from the cylindrical frame 5 is fixed to the worm wheel 72 via a rotating shaft. When the lateral tie rod assembly rotates, it drives the worm 61 to rotate, thereby driving the worm wheel 62 to rotate. This, in turn, drives the steering link 8 to rotate via the rotating shaft, causing the cylindrical frame 5 to rotate around the second kingpin axis L2, achieving large-angle steering.

[0048] An angle adjustment pad 9 is installed at the connection between the upper suspension joint 61 and the upper suspension swing arm 3, so that the angle of the upper suspension swing arm 3 can be adjusted.

[0049] For details, see Figure 7It also includes a wheel-side drive assembly, which includes a wheel-side drive motor 211, a water-cooling jacket 212, an adapter plate 213, a sun gear 214, a first-stage planetary gear set 215, a second-stage planetary gear set 216, an internal gear ring, and a torque tube 217. The water-cooling jacket 212 is fitted on the outer periphery of the wheel-side drive motor 211, and the cylindrical frame 5 is fitted on the outer periphery of the water-cooling jacket 212. The adapter plate 213 is fixed on one side of the cylindrical frame 5 corresponding to the wheel. One end of the sun gear 214 is fixedly connected to the output shaft of the wheel-side drive motor 211. The first-stage planetary gear set 215 is rotatably connected to the adapter plate 213 and is drivenly connected to the other end of the sun gear 214. The second-stage planetary gear set 216 is drivenly connected to the first-stage planetary gear set 215. The internal gear ring is drivenly connected to the second-stage planetary gear set 216. The torque tube 217 is fixedly connected to the internal gear ring and is also fixedly connected to the wheel hub torque tube 218 to drive the wheel to rotate. The first-stage planetary gear set 215, the second-stage planetary gear set 216, and the internal gear ring are all installed in the inner cavity of the torque tube 217, which helps to prevent dust and avoid damage to internal parts.

[0050] The wheel-side drive assembly also includes an end cover 219, which is fixed to the end of the wheel hub torque tube 218 away from the wheel-side drive motor 211 by a locking ring 221 for sealing and dust prevention. A limiting plate 220 is also installed between the end cover 219 and the first-stage planetary gear set 215. The limiting plate 220 is rotatably connected to the rotation shaft of the second-stage planetary gear set 216, thereby cooperating with the cylindrical frame 5 to restrict the axial movement of the first-stage planetary gear set 215 and ensure that the first-stage planetary gear set 215 can mesh with the second-stage planetary gear set 216.

[0051] See Figures 8-10This embodiment provides a steering performance testing device for a dual kingpin suspension steering system, including a dual kingpin suspension steering system, a frame 100, a test bench 200, and angle and displacement sensors mounted on a cylindrical frame 5. The frame 100 is hinged to the upper suspension arm 3 and lower suspension arm 4 of the dual kingpin suspension steering system. The test bench includes a base 201, wheel support plates 202, and a frame clamping frame 203. Two wheel support plates 202 are provided and symmetrically fixed at both ends of the base 201 to support the wheels. The frame clamping frame 203 is used to press the frame 100 onto the base 201. During testing, the steering resistance torque can be calculated by measuring the output power and other parameters of each motor through the sensors built into it when the wheels are turning. In omnidirectional rotation mode, the worm gear rotation can transmit torque to the angle sensor, at which time the steering angle in the large angle mode can be measured. One end of the displacement sensor is fixed to the steering knuckle, and the other end is fixed to the lower control arm of the suspension. When the wheel rotates in a normal steering mode, the angle between the steering knuckle assembly and the suspension control arm changes. At this time, the displacement information collected by the linear displacement sensor can be used to calculate the steering angle. Thus, the dynamic characteristics of the double kingpin suspension steering system can be tested, including the coordinated control of the main and auxiliary steering, and the mechanical interference analysis under extreme steering angles.

[0052] The frame clamping frame 203 includes two sets of support frames, a first clamping rod 2033, and a second clamping rod 2034. The two sets of support frames are spaced apart along a direction perpendicular to the two wheel support plates 202, and have identical structures, each including a first support rod 2031, a second support rod 2032, and a locking element. Both the first support rod 2031 and the second support rod 2032 are slidably connected to the base 201 along the direction of the two wheel support plates 202, moving closer or further apart, and are locked together by the locking element. Both the first clamping rod 2033 and the second clamping rod 2034 are arranged perpendicular to the two wheel support plates 202. The first clamping rod 2033 is connected to two first support rods 2031 at each end, and the second clamping rod 2034 is connected to two second support rods 2032 at each end. By sliding the first and second support rods, the height of the clamping rods can be adjusted to clamp frames of different sizes.

[0053] The locking component is equipped with two pins. The upper ends of the first support rod and the second support rod are close to each other and each has multiple adjustment holes. By inserting the two pins into different adjustment holes, the first support rod and the second support rod at different angles can be fixed.

[0054] A simulated ground surface is installed on top of the wheel support plate 202. The simulated ground surface can be replaced with materials with different coefficients of friction to simulate steering characteristics under various working conditions.

[0055] The wheel support plate 202 is mounted on the base 201 by screws or clips. This facilitates the replacement of wheel support plates made of different materials.

[0056] This testing equipment can also be used to test the relevant performance of the steering system in CN202111203845.7, or the relevant performance of other steering systems.

[0057] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0058] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A double-wishbone suspension steering device, characterized by comprising: The steering knuckle assembly comprises a steering knuckle (6), a worm gear mechanism (7) and a steering connecting rod (8); the steering knuckle (6) comprises an upper suspension joint (61), a lower suspension joint (62) and a connecting frame (63) for connecting the upper suspension joint (61) and the lower suspension joint (62), the upper suspension swing arm (3) is connected with the upper suspension joint (61) through a ball hinge A; the lower suspension swing arm (4) is rotatably connected with the lower suspension joint (62) through a ball hinge B; a line between the ball hinge A and the ball hinge B is a first kingpin axis (L1), the cylinder frame (5) and the steering knuckle (6) can rotate around the first kingpin axis (L1) as a whole; the upper suspension joint (61) is rotatably connected with the cylinder frame (5) through a rotary pair C, the lower suspension joint (62) is rotatably connected with the cylinder frame (5) through a rotary pair D; a line between the rotary center of the rotary pair C and the rotary center of the rotary pair D is a second kingpin axis (L2), the cylinder frame (5) rotates around the second kingpin axis (L2) relative to the steering knuckle (6) as a whole; the worm gear mechanism (7) is installed on the lower suspension joint (62), one end of the steering connecting rod (8) is connected with an output end of the worm gear mechanism (7), the other end is rotatably connected with the cylinder frame (5), the shock absorber (10) is connected with the upper suspension joint (61) through a ball hinge E; The steering knuckle assembly comprises a steering knuckle (6), a worm gear mechanism (7) and a steering connecting rod (8); the steering knuckle (6) comprises an upper suspension joint (61), a lower suspension joint (62) and a connecting frame (63) for connecting the upper suspension joint (61) and the lower suspension joint (62), the upper suspension swing arm (3) is connected with the upper suspension joint (61) through a ball hinge A; the lower suspension swing arm (4) is rotatably connected with the lower suspension joint (62) through a ball hinge B; a line between the ball hinge A and the ball hinge B is a first kingpin axis (L1), the cylinder frame (5) and the steering knuckle (6) can rotate around the first kingpin axis (L1) as a whole; the upper suspension joint (61) is rotatably connected with the cylinder frame (5) through a rotary pair C, the lower suspension joint (62) is rotatably connected with the cylinder frame (5) through a rotary pair D; a line between the rotary center of the rotary pair C and the rotary center of the rotary pair D is a second kingpin axis (L2), the cylinder frame (5) rotates around the second kingpin axis (L2) relative to the steering knuckle (6) as a whole; the worm gear mechanism (7) is installed on the lower suspension joint (62), one end of the steering connecting rod (8) is connected with an output end of the worm gear mechanism (7), the other end is rotatably connected with the cylinder frame (5), the shock absorber (10) is connected with the upper suspension joint (61) through a ball hinge E; The steering knuckle assembly comprises a steering knuckle (6), a worm gear mechanism (7) and a steering connecting rod (8); the steering knuckle (6) comprises an upper suspension joint (61), a lower suspension joint (62) and a connecting frame (63) for connecting the upper suspension joint (61) and the lower suspension joint (62), the upper suspension swing arm (3) is connected with the upper suspension joint (61) through a ball hinge A; the lower suspension swing arm (4) is rotatably connected with the lower suspension joint (62) through a ball hinge B; a line between the ball hinge A and the ball hinge B is a first kingpin axis (L1), the cylinder frame (5) and the steering knuckle (6) can rotate around the first kingpin axis (L1) as a whole; the upper suspension joint (61) is rotatably connected with the cylinder frame (5) through a rotary pair C, the lower suspension joint (62) is rotatably connected with the cylinder frame (5) through a rotary pair D; a line between the rotary center of the rotary pair C and the rotary center of the rotary pair D is a second kingpin axis (L2), the cylinder frame (5) rotates around the second kingpin axis (L2) relative to the steering knuckle (6) as a whole; the worm gear mechanism (7) is installed on the lower suspension joint (62), one end of the steering connecting rod (8) is connected with an output end of the worm gear mechanism (7), the other end is rotatably connected with the cylinder frame (5), the shock absorber (10) is connected with the upper suspension joint (61) through a ball hinge E; ​ The steering tie rod assembly (2) is connected with the other end of the spline shaft (19) and the input end of the worm and gear mechanism (7) through universal joints at both ends.

2. A double-wishbone suspension steering apparatus according to claim 1, characterized by The first kingpin axis (L1) has a caster angle of 1-3° and a camber angle of 3-8°, and the second kingpin axis (L2) has a caster angle of 0°.

3. A double-wishbone suspension steering apparatus according to claim 1, wherein The steering tie rod assembly (2) comprises a first tie rod (21), a second tie rod (22) and an adjusting washer (23), one end of the first tie rod (21) is connected with the spline shaft (19) through a universal joint, the other end is connected with the second tie rod (22) through two flanges, the adjusting washer (23) is arranged between the two flanges, and the other end of the second tie rod (22) is connected with the input end of the worm and gear mechanism (7).

4. The double-wishbone suspension steering apparatus according to claim 1, characterized by The worm and gear mechanism (7) comprises a worm (71) and a worm wheel (72), the worm (71) is connected with the second tie rod (22) through a universal joint, the worm wheel (72) is rotatably installed on the lower suspension arm joint and rotatably connected with the worm (71), and one end of the steering link (8) away from the barrel-shaped frame (5) is fixed with the worm wheel (72) through a rotating shaft.

5. The double-wishbone suspension steering apparatus according to claim 1, characterized by An inclination adjusting washer (9) is arranged at the connection between the upper suspension joint (61) and the upper suspension swing arm (3).

6. A double-wishbone suspension steering apparatus according to claim 1, wherein The wheel hub drive assembly comprises a wheel hub drive motor (211), a water cooling jacket (212), an adapter disc (213), a sun gear (214), a primary planetary gear set (215), a secondary planetary gear set (216), an inner ring gear and a torque tube (217), the water cooling jacket (212) is sleeved on the outer circumferential side of the drive motor, the barrel-shaped frame is sleeved on the outer circumferential side of the water cooling jacket (212), and the adapter disc (213) is fixed on the side of the barrel-shaped frame corresponding to the wheel; one end of the sun gear (214) is fixedly connected with the output shaft of the wheel hub drive motor (211), the primary planetary gear set (215) is rotatably connected with the adapter disc (213) and in transmission connection with the other end of the sun gear (214), the secondary planetary gear set (216) is in transmission connection with the primary planetary gear set (215), the inner ring gear is in transmission connection with the secondary planetary gear set (216), the torque tube (217) is fixedly connected with the inner ring gear and in transmission connection with the hub of the wheel to drive the wheel to rotate.

7. A steering performance testing device for a double kingpin suspension steering system, characterized in that, The double-wishbone suspension steering device, the vehicle frame (100), the test bench (200) and the corner sensor and displacement sensor installed on the steering knuckle assembly according to any one of claims 1 to 6, the vehicle frame (100) is used for hinged connection with two groups of upper suspension swing arms (3), the lower suspension swing arm (4) and the shock absorber (10) of the double-wishbone suspension steering device, the test bench (200) comprises a base (201), a wheel support plate (202) and a frame pressing frame (203), the wheel support plate (202) is provided with two and two wheel support plates (202) are symmetrically fixed at both ends of the base (201) to support the wheels, and the frame pressing frame (203) is used for pressing the vehicle frame (100) on the base (201).

8. The device for testing the steering performance of a double-wishbone suspension steering device according to claim 7, wherein The frame pressing frame (203) comprises two groups of support frames, a first pressing rod (2033) and a second pressing rod (2034), the two groups of support frames are arranged in a direction perpendicular to the two wheel support plates (202) and have the same structure and comprise a first support rod (2031), a second support rod (2032) and a locking member, the first support rod (2031) and the second support rod (2032) are both slidably connected with the base (201) in the direction of the two wheel support plates (202) to approach or move away from each other and are locked and connected through the locking member, the first pressing rod (2033) and the second pressing rod (2034) are both arranged in a direction perpendicular to the two wheel support plates (202), the first pressing rod (2033) is connected with two first support rods (2031) at both ends, respectively, and the second pressing rod (2034) is connected with two second support rods (2032) at both ends, respectively.

9. The device for testing the steering performance of a double-wishbone suspension steering device according to claim 7, wherein The top of the wheel support plate (202) is provided with a simulated ground.

10. The device for testing the steering performance of a double-wishbone suspension steering device according to claim 7, wherein The wheel support plate (202) is installed on the base (201) through screws or buckles.

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