A sub-control type steering system and an independent suspension vehicle

Abstract

The present invention discloses a split-control steering system and an independent suspension vehicle. The steering system includes a steering mechanism comprising a knuckle-arm assembly for connecting to the wheels and a rocker-arm assembly connected via a tie rod assembly. The system also includes a hydraulic steering system for providing steering assistance to the wheels to overcome ground steering resistance torque. The hydraulic steering system controls a first steering cylinder connected to the rocker-arm assembly to provide steering force, or controls both the first steering cylinder connected to the rocker-arm assembly and a second steering cylinder connected to the knuckle-arm assembly to provide steering force, based on a control signal. The present invention achieves adjustable steering force, ensuring steering system sensitivity under low resistance and enhancing steering ease under high resistance.

Description

Technical Field

[0001] The present invention relates to the technical field of engineering machinery, and in particular to a separate control steering system and an independent suspension vehicle. Background Art

[0002] Currently, tire-based independent suspension rescue vehicles or cranes offer high speeds, excellent maneuverability, and a simple structure, meeting the needs of rapid transfers and operations under normal road conditions. However, when operating on unusual surfaces such as gravel, ice, snow, and mud, they are prone to tire sinking, slipping, and even unstable center of gravity. As a new type of traveling mechanism, the triangular crawler track system offers the advantages of increased contact area and reduced ground contact pressure, significantly improving traction and adhesion while maintaining the vehicle's original power performance.

[0003] Despite the above advantages, after replacing the triangular track wheel configuration, the steering resistance torque of a single track is about 6 times that of the tire. Since the steering trapezoidal mechanism is mainly composed of a steering rocker arm and a steering rod, the steering hydraulic power is mainly transmitted to the wheel through the steering trapezoidal mechanism to overcome the steering resistance torque from the ground. If the steering system structure is not changed, the steering cylinder bore will reach more than 100mm, and the steering rod and steering cylinder ball head will also be damaged, which will not meet the requirements in terms of spatial layout and structural strength.

[0004] For example, patent CN201410214719.5 describes a steering system that includes a steering mechanism and a hydraulic steering system. The steering mechanism provides steering force to the wheels, while the hydraulic steering system provides steering assistance to overcome ground resistance torque. The hydraulic steering system provides strong steering assistance to the steering mechanism, effectively overcoming ground resistance torque. This system is suitable for heavy-duty wheeled vehicles with high off-road performance requirements.

[0005] The hydraulic steering power-assist system in the existing steering system provides steering power to the steering system to overcome the tire steering resistance torque, which can only meet the steering power-assistance requirements when installing tires, but cannot meet the requirements when the steering power-assistance requirements are large, such as when installing tracks. Summary of the Invention

[0006] The purpose of the present invention is to provide a split-control steering system and an independent suspension vehicle to solve the problem in the prior art that the steering assist cannot be adjusted and the steering system cannot adapt to the steering assist requirements under different resistance torques.

[0007] To achieve the above object, the present invention is implemented by adopting the following technical solutions:

[0008] In a first aspect, the present invention discloses a split-control steering system, comprising a steering mechanism, wherein the steering mechanism comprises a knuckle arm assembly for connecting to wheels and a rocker arm assembly connected via a tie rod assembly;

[0009] It also includes a steering hydraulic power-assisting system that provides steering assistance to the wheels to overcome the steering resistance torque from the ground. The steering hydraulic power-assisting system controls the first steering cylinder connected to the rocker arm assembly to provide steering force or controls the first steering cylinder connected to the rocker arm assembly and the second steering cylinder connected to the knuckle arm assembly to provide steering force at the same time according to a control signal.

[0010] Furthermore, the control signal includes a first control signal in which the steering resistance torque of the wheel from the ground is M and a second control signal in which the steering resistance torque of the wheel from the ground is at least 6M;

[0011] The steering hydraulic power-assist system controls the first steering cylinder connected to the rocker arm assembly to provide steering force according to a first control signal, and the steering hydraulic power-assist system controls the first steering cylinder connected to the rocker arm assembly and the second steering cylinder connected to the knuckle arm assembly to provide steering force at the same time according to a second control signal.

[0012] Furthermore, when the control signal is the first control signal, the wheel is a tire wheel; when the control signal is the second control signal, the wheel is a triangular track wheel.

[0013] Furthermore, the steering hydraulic power-assisting system includes a solenoid valve device;

[0014] When the control signal is the first control signal, the solenoid valve device controls the rod chamber and the rodless chamber of the second steering cylinder to communicate with each other and with the oil tank, and controls the oil tank to supply oil to the first steering cylinder, so that the first steering cylinder provides steering force;

[0015] When the control signal is the second control signal, the solenoid valve device controls the oil tank to supply oil to the first steering cylinder and the second steering cylinder, so that the first steering cylinder and the second steering cylinder provide steering force at the same time.

[0016] Furthermore, the solenoid valve device includes a normally closed solenoid valve and a normally open solenoid valve;

[0017] When the control signal is the first control signal, the normally closed solenoid valve and the normally open solenoid valve are both de-energized, the rod chamber and the rodless chamber of the second steering cylinder are interconnected, and are connected to the oil tank through the normally open solenoid valve, and the oil tank supplies oil to the rod chamber or the rodless chamber of the first steering cylinder;

[0018] When the control signal is the second control signal, the normally closed solenoid valve and the normally open solenoid valve are both energized, the oil tank supplies oil to the rod chamber or rodless chamber of the first steering cylinder, and the oil tank supplies oil to the rod chamber or rodless chamber of the second steering cylinder through the normally closed solenoid valve.

[0019] Furthermore, the normally closed solenoid valve and the normally open solenoid valve are both two-way cut-off solenoid valves.

[0020] Furthermore, the steering hydraulic power-assisting system includes a steering pump, one end of which is connected to the oil tank, and the other end of which is connected to the first steering cylinder and the second steering cylinder through a steering gear.

[0021] Furthermore, a steering emergency pump is connected between the steering gear and the oil tank.

[0022] Furthermore, the first steering cylinder and the second steering cylinder provide steering assistance for wheels on the same axle.

[0023] In a second aspect, the present invention provides an independent suspension vehicle comprising any one of the above-mentioned separate control steering systems.

[0024] According to the above technical scheme, the embodiments of the present invention have at least the following effects: the steering system designed in the present application can control the first steering cylinder to provide steering force or control the first steering cylinder and the second steering cylinder to provide steering force at the same time according to the control signal, and the steering force is adjustable according to the control; when the first steering cylinder is used to provide steering assistance, the sensitivity of the steering system can be guaranteed under small resistance, and the steering response time can be reduced. When the first steering cylinder and the second steering cylinder are used to provide steering force at the same time, sufficient steering force can be guaranteed and the steering ease under large resistance can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 Schematic diagram of the mechanical connection of the steering system of the present invention;

[0026] Figure 2 This is a schematic diagram of the principle and layout of the steering system of the present invention using steering hydraulic power assistance.

[0027] Among them: 1. First steering cylinder; 2. Right rocker arm assembly; 3. Left rocker arm assembly; 4. Middle tie rod; 5. Third tie rod assembly; 6. Second tie rod assembly; 7. Right joint arm assembly; 8. Left joint arm assembly; 9. Second steering cylinder; 10. Normally open solenoid valve; 11. Normally closed solenoid valve. DETAILED DESCRIPTION

[0028] In order to make the technical means, creative features, objectives and effects achieved by the present invention easier to understand, the present invention is further described below in conjunction with specific implementation methods.

[0029] It should be noted that, in the description of the present invention, the terms "front," "rear," "left," "right," "up," "down," "inside," and "outside" and the like, indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. These are intended solely to facilitate the description of the present invention and do not require that the present invention be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. The terms "front," "rear," "left," "right," "up," and "down" used in the description of the present invention refer to directions in the accompanying drawings, and the terms "inside" and "outside" refer to directions toward or away from the geometric center of a specific component, respectively.

[0030] First, the terms used in the present invention are explained.

[0031] Steering knuckle arm: A structural component that is connected to the kingpin on the axle at one end and to the steering rod at the other end.

[0032] Piston Arm: A transition piece used to connect the steering rods in a multi-axis mechanical steering system.

[0033] Independent suspension: The left and right wheels are independently connected to the vehicle frame or body, or form a disconnected axle. When one wheel bounces, the other wheel is not affected, improving the vehicle's stability and comfort.

[0034] Steering mechanism: used to control the direction of travel of various wheeled or tracked vehicles. The steering mechanism of a wheeled vehicle generally consists of a steering gear and a steering linkage.

[0035] Disconnected trapezoidal mechanism: The steering tie rod is made disconnected. The disconnected trapezoidal structure in this article adopts a three-section structure. Its main advantage is that it cooperates with the independent suspension to ensure that when the wheel on one side bounces up and down, it will not affect the wheel on the other side.

[0036] The present invention provides a separately controlled steering system, comprising a steering mechanism, which includes a knuckle arm assembly for connecting to wheels and a rocker arm assembly connected via a pull rod assembly; and further comprising a steering hydraulic power-assisting system for providing steering assistance to the wheels for overcoming the steering resistance torque from the ground. The steering hydraulic power-assisting system controls a first steering cylinder connected to the rocker arm assembly to provide steering force or controls the first steering cylinder connected to the rocker arm assembly and a second steering cylinder connected to the knuckle arm assembly to provide steering force simultaneously according to a control signal.

[0037] In the present application, the control signal can be obtained based on sensors installed in the system. For example, the sensor can send different control signals to the system based on the different steering resistance torques from the ground to the wheels. The control signal can also be manually input, such as by installing different input buttons in the system to correspond to different steering resistance torques from the ground to the wheels.

[0038] Furthermore, the control signal includes a first control signal indicating that the wheel's steering resistance torque from the ground is M, and a second control signal indicating that the wheel's steering resistance torque from the ground is at least 6 M. The steering hydraulic power-assist system controls a first steering cylinder connected to the rocker arm assembly to provide steering force based on the first control signal. The steering hydraulic power-assist system controls both the first steering cylinder connected to the rocker arm assembly and the second steering cylinder connected to the knuckle arm assembly to provide steering force based on the second control signal.

[0039] This application can be equipped with two walking devices: tires and triangular track wheel assemblies. Generally, the in-situ steering resistance torque of a single tire of a triangular track wheel assembly is about 6 times that of a tire. Therefore, this application designs different control signals for different steering resistance torques and provides different steering forces according to the first control signal and the second control signal.

[0040] In this application, both the first steering cylinder and the second steering cylinder simultaneously provide steering assistance to the wheels on the same axle. That is, both the first steering cylinder and the second steering cylinder are connected to the rocker arm assembly and the knuckle arm assembly on the front axle, or both the first steering cylinder and the second steering cylinder are connected to the rocker arm assembly and the knuckle arm assembly on the rear axle.

[0041] like Figure 1 As shown, there are two first steering cylinders 1 and two second steering cylinders 9. One end of the first steering cylinder 1 is connected to the rocker arm assembly, and the other end is fixed to the vehicle frame. One end of the second steering cylinder 9 is connected to the knuckle arm assembly, and the other end is fixed to the main reducer base plate of the axle.

[0042] When the vehicle is turning, the first steering cylinder 1 connected to the rocker arm assembly always provides steering force, and the second steering cylinder 9 connected to the knuckle arm assembly controls whether the second steering cylinder 9 directly connected to the knuckle arm assembly provides steering force through the normally open and normally closed solenoid valves. When the tires are configured, the large and small chambers of the second steering cylinder connected to the knuckle arm assembly are interconnected and connected to the fuel tank, and no steering force is provided. Steering force is only provided through the first steering cylinder connected to the rocker arm assembly. When the tracks are configured, all cylinders are supplied with oil at the same time, generating enough to overcome the steering resistance torque generated by the triangular track wheel assembly to achieve steering.

[0043] Furthermore, two normally open solenoid valves 10 and two normally closed solenoid valves 11 are designed. When the control signal is the first control signal, that is, when the tire is configured, both the normally closed solenoid valve and the normally open solenoid valve are not energized, and the rod chamber and the rodless chamber of the second steering cylinder 9 are interconnected and connected to the oil tank through the normally open solenoid valve 10. The oil tank supplies oil to the rod chamber or the rodless chamber of the first steering cylinder 1.

[0044] Furthermore, both the normally open solenoid valve 10 and the normally closed solenoid valve 11 are two-way cut-off solenoid valves.

[0045] When the control signal is the second control signal, that is, when the track is configured, the normally closed solenoid valve 11 and the normally open solenoid valve 10 are both energized, and the oil tank supplies oil to the rod chamber or rodless chamber of the first steering cylinder 1, and the oil tank supplies oil to the rod chamber or rodless chamber of the second steering cylinder 9 through the normally closed solenoid valve 11.

[0046] The connection between the normally open solenoid valve 10 and the normally closed solenoid valve 11 is as follows Figure 2 As shown, one end of the normally closed solenoid valve Y831 is connected to the 4-port of the steering gear, and the other end is connected to the rod chamber and the rodless chamber of the second steering cylinder 9. One end of the normally closed solenoid valve Y832 is connected to the 3-port of the steering gear, and the other end is connected to the rod chamber and the rodless chamber of the second steering cylinder 9. One end of the normally open solenoid valve Y833 is connected to the oil tank through the normally open solenoid valve Y834. The pipeline between the normally open solenoid valve Y833 and the normally open solenoid valve Y834 is connected to the rod chamber and the rodless chamber of the second steering cylinder 9. The pipeline between the normally closed solenoid valve Y832 and the normally open solenoid valve Y833 is connected to the rod chamber and the rodless chamber of the second steering cylinder 9. The end of the normally closed solenoid valve Y831 away from the 4-port of the steering gear is also connected to the pipeline between the normally open solenoid valve Y833 and the normally open solenoid valve Y834.

[0047] The rod chamber or rodless chamber of the first steering cylinder is connected to the 3rd or 4th port of the steering gear. Figure 2 shown.

[0048] When the tire is configured, all four solenoid valves shall not be energized, the oil circuits at the normally closed solenoid valve Y831 and the normally closed solenoid valve Y832 are in the disconnected state, and the oil circuits at the normally open solenoid valve Y833 and the normally open solenoid valve Y834 are in the connected state. At this time, the large and small chambers of the two oil cylinders connected to the steering knuckle arms are interconnected and connected to the fuel tank through pipelines to eliminate the pressure generated by the left and right oil cylinders during movement and no steering force is provided. At this time, the oil cylinder connected to the steering rocker arm can provide sufficient steering resistance torque required by the tire.

[0049] like Figure 2 As shown, when the vehicle turns left, hydraulic oil from port 4 of the steering gear enters the rodless chamber of the first steering cylinder 1 connected to the rocker arm assembly on the left (bottom of the diagram) and the rod chamber of the first steering cylinder 1 connected to the rocker arm assembly on the right (top of the diagram). Similarly, when the vehicle turns right, hydraulic oil from port 3 of the steering gear enters the rodless chamber of the first steering cylinder 1 connected to the left rocker arm assembly and the rod chamber of the first steering cylinder 1 connected to the right rocker arm assembly. The large and small chambers of the two second steering cylinders of the connecting arm are interconnected, and no steering force is provided during the rotation.

[0050] When the triangular track wheel is configured, all four solenoid valves are energized, the oil circuits at the normally closed solenoid valve Y831 and the normally closed solenoid valve Y832 are in a connected state, and the oil circuits at the normally open solenoid valve Y833 and the normally open solenoid valve Y834 are in a disconnected state. Figure 2As shown, when the vehicle turns left, hydraulic oil from port 4 of the steering gear enters the rodless cavity of the first steering cylinder assembly connected to the rocker arm assembly on the left, the rodded cavity of the first steering cylinder connected to the rocker arm assembly on the right, the rodless cavity of the second steering cylinder connected to the knuckle arm assembly on the left, and the rodded cavity of the second steering cylinder connected to the knuckle arm assembly on the right. Similarly, when the vehicle turns right, hydraulic oil from port 3 of the steering gear enters the rodded cavity of the first steering cylinder assembly connected to the rocker arm assembly on the left, the rodless cavity of the first steering cylinder connected to the rocker arm assembly on the right, the rodded cavity of the second steering cylinder connected to the knuckle arm assembly on the left, and the rodless cavity of the second steering cylinder connected to the knuckle arm assembly on the right. At this point, all four steering cylinders are providing steering force.

[0051] In the present application, the connection method of the steering mechanism arrangement scheme is: a steering cylinder is connected to each of the two steering rocker arm assemblies and the two steering knuckle arm assemblies of the disconnected trapezoidal mechanism.

[0052] The steering mechanism based on this application is as follows Figure 1 As shown, by turning the steering wheel clockwise, the steering signal is rotated to a corresponding angle via the steering drive shaft, steering gear, steering drop arm, first tie rod assembly, and transition rocker arm assembly. The transition rocker arm assembly rotates the right rocker arm assembly 2, which in turn rotates the right knuckle arm assembly 7 via the third tie rod assembly 5. The right rocker arm assembly 2 in turn rotates the left rocker arm assembly via the middle tie rod 4, which in turn rotates the left knuckle arm assembly 8 via the second tie rod assembly 6, turning the steering wheels of axle one to the right. Turning the steering wheel counterclockwise causes the tires on the steering wheels of axles one and two to turn to the left. The first steering cylinder, connected to the steering rocker arm, transmits the thrust generated by the cylinder to the wheels via the steering rocker arm, steering tie rod, and knuckle arm, overcoming the steering resistance torque to achieve steering.

[0053] The connection method of the steering hydraulic layout scheme is as follows: for the 2-axle vehicle chassis steering system, the mechanical steering shaft adopts a single-circuit steering hydraulic power assist function, one of which has an emergency steering function.

[0054] Specifically, such as Figure 2 As shown, a steering pump connected to the oil tank is designed. Under normal circumstances, the steering pump provides a hydraulic oil source. In addition, an emergency steering pump is designed between the oil tank and the steering pump. The emergency steering pump provides an oil source for the steering gear in an emergency.

[0055] This application offers the following advantages: Dividing the steering cylinders into two groups enables adjustable steering force. By adding normally open and normally closed solenoid valves to the steering hydraulic assist circuit, control logic ensures that one group of cylinders provides steering force in tire mode, while both groups provide steering force in track mode. This ensures steering system sensitivity in tire mode and reduces steering response time. In track mode, sufficient steering force is guaranteed, enhancing steering ease.

[0056] The present invention also provides an independent suspension vehicle, comprising the separate control steering system of any one of the above embodiments.

[0057] It is understood from common technical knowledge that the present invention may be implemented by other embodiments that do not depart from its spirit or essential features. Therefore, the embodiments disclosed above are, in all respects, merely illustrative and not exclusive. All modifications within the scope of the present invention or equivalent to the scope of the present invention are intended to be encompassed by the present invention.

Claims

1. A split-control steering system, comprising a steering mechanism, wherein the steering mechanism comprises a knuckle assembly for connecting wheels and a rocker assembly connected via a tie rod assembly; characterized in that: The vehicle further includes a steering hydraulic assist system for providing steering assistance to the wheels to overcome the steering resistance torque from the ground, wherein the steering hydraulic assist system controls a first steering cylinder connected to the rocker arm assembly to provide steering force or controls the first steering cylinder connected to the rocker arm assembly and a second steering cylinder connected to the knuckle arm assembly to provide steering force simultaneously according to a control signal; The control signal includes a first control signal in which the steering resistance torque of the wheel from the ground is M and a second control signal in which the steering resistance torque of the wheel from the ground is at least 6M; The steering hydraulic assist system controls the first steering cylinder connected to the rocker arm assembly to provide steering force according to the first control signal, and controls the first steering cylinder connected to the rocker arm assembly and the second steering cylinder connected to the knuckle arm assembly to simultaneously provide steering force according to the second control signal; When the control signal is the first control signal, the wheel is a tire wheel; when the control signal is the second control signal, the wheel is a triangular track wheel.

2. The split-control steering system according to claim 1, characterized in that: The steering hydraulic power-assisting system includes a solenoid valve device; When the control signal is the first control signal, the solenoid valve device controls the rod chamber and the rodless chamber of the second steering cylinder to communicate with each other and with the oil tank, and controls the oil tank to supply oil to the first steering cylinder, so that the first steering cylinder provides steering force; When the control signal is the second control signal, the solenoid valve device controls the oil tank to supply oil to the first steering cylinder and the second steering cylinder, so that the first steering cylinder and the second steering cylinder provide steering force at the same time.

3. The split-control steering system according to claim 2, characterized in that: The solenoid valve device includes a normally closed solenoid valve and a normally open solenoid valve; When the control signal is the first control signal, the normally closed solenoid valve and the normally open solenoid valve are both de-energized, the rod chamber and the rodless chamber of the second steering cylinder are interconnected, and are connected to the oil tank through the normally open solenoid valve, and the oil tank supplies oil to the rod chamber or the rodless chamber of the first steering cylinder; When the control signal is the second control signal, the normally closed solenoid valve and the normally open solenoid valve are both energized, the oil tank supplies oil to the rod chamber or rodless chamber of the first steering cylinder, and the oil tank supplies oil to the rod chamber or rodless chamber of the second steering cylinder through the normally closed solenoid valve.

4. The split-control steering system according to claim 3, characterized in that: The normally closed solenoid valve and the normally open solenoid valve are both two-way cut-off solenoid valves.

5. The split-control steering system according to claim 1, characterized in that: The steering hydraulic power-assisting system includes a steering pump, one end of which is connected to the oil tank, and the other end of which is connected to the first steering cylinder and the second steering cylinder through a steering gear.

6. The split-control steering system according to claim 5, characterized in that: A steering emergency pump is also connected between the steering gear and the oil tank.

7. The split-control steering system according to claim 1, characterized in that: The first steering cylinder and the second steering cylinder provide steering assistance for wheels on the same axle.

8. An independent suspension vehicle, characterized in that: The invention comprises the separately controlled steering system according to any one of claims 1 to 7.

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