A large-angle low-floor steering mechanism

Abstract

The present invention relates to a large-angle, low-floor steering mechanism, comprising a connecting fork arm, a steering motor, a primary driven gear shaft, a secondary driven gear shaft, and a steering knuckle. One end of the connecting fork arm is in the form of a plate, and the other end is a U-shaped frame with an opening facing the tire. The steering motor is fixed to the connecting fork arm, and the output shaft of the steering motor and the primary driven gear shaft are driven by gear meshing. The primary driven gear shaft, the secondary driven gear shaft, and the steering knuckle are rotatably arranged within the U-shaped frame and are sequentially driven by gear meshing. The present invention arranges the steering motor, the primary driven gear shaft, the secondary driven gear shaft, and the steering knuckle on the connecting fork arm, greatly reducing the size of the steering mechanism and achieving large-angle steering. In addition, the steering motor and the steering knuckle are driven by the primary driven gear shaft, the secondary driven gear shaft, and the corresponding gear meshing, ensuring the flexibility of the steering mechanism.

Description

Technical Field

[0001] The present invention relates to the technical field of wheel steering structures, and more particularly to a large-angle low-floor steering mechanism. Background Art

[0002] With the rapid development of new energy vehicles, the main technology is to replace the fuel engine with a central motor. The overall vehicle structure and power transmission method have not changed. Due to the limitations of the drive shaft structure, steering structure and tire movement space, the steering angle design of traditional vehicles is generally between (-38°) and (+32°). Such a design makes it difficult for vehicles to enter the parking space when encountering narrow parking spaces. At the same time, non-motor vehicles and motor vehicles are mixed in some sections of the road, and the existing steering mechanism is not flexible in avoidance and is prone to scratches. In addition, special vehicles have difficulty turning or turning at many intersections due to the narrow roads. For example, when entering a residential area, ambulances often have difficulty entering and exiting due to narrow roads or insufficient turning space, and they often fail to arrive at the rescue site in time.

[0003] In response to the above problems, the vehicle's steering flexibility and ability to adapt to the driving environment are becoming increasingly important. Summary of the Invention

[0004] In order to solve the above technical problems, the purpose of the present invention is to provide a large-angle low-floor steering mechanism, which enables the wheels to rotate ninety degrees, thereby realizing the lateral travel of the vehicle.

[0005] In order to achieve the above-mentioned object of the invention, the present invention adopts the following technical solutions:

[0006] A large-angle low-floor steering mechanism includes a connecting fork arm, a steering motor, a primary driven gear shaft, a secondary driven gear shaft and a steering knuckle. One end of the connecting fork arm is in the shape of a plate, and the other end is a U-shaped frame with an opening facing the tire. The steering motor is fixed to one end of the connecting fork arm. A primary reduction pinion is provided on the output shaft of the steering motor. A gear A is provided on the primary driven gear shaft. The primary reduction pinion is engaged with gear A to drive the primary driven gear shaft to rotate. The primary driven gear shaft, the secondary driven gear shaft and the steering knuckle are respectively rotatably arranged in the U-shaped frame and are sequentially transmitted through gear meshing.

[0007] As a preferred solution: the middle part of the steering knuckle is rotatably connected to the steering flange shaft through a wheel hub bearing, the rotation plane of the steering knuckle and the rotation plane of the steering flange shaft are perpendicular to each other, the steering flange shaft is fixed to the wheel hub through wheel hub bolts, and a tire is provided on the wheel hub.

[0008] As a preferred solution: the steering knuckle rotation centerline is perpendicular to the ground and passes through the tire thickness midplane and the tire rotation centerline.

[0009] As a preferred solution: a step surface is provided on the steering flange shaft, one side of the inner ring of the hub bearing abuts against the step surface, and a round nut is further provided on the inner side of the steering flange shaft, the other side of the inner ring of the hub bearing abuts against the round nut.

[0010] As a preferred solution: a stop washer is further provided between the round nut and the hub bearing, and a plurality of serrations are spaced apart on the outer ring of the stop washer, and each serration is folded inwards.

[0011] As a preferred solution: one side of the outer ring of the wheel hub bearing abuts against the step surface on the steering knuckle, and the other side is limited by a retaining ring through a hole provided on the inner wall of the steering knuckle.

[0012] As a preferred solution: the connecting fork arm includes a steering deceleration upper fork arm and a steering deceleration lower fork arm that are fixed to each other, one end of the steering deceleration upper fork arm is a right-angle plate A that is folded upward, and one end of the steering deceleration lower fork arm is a right-angle plate B that is folded downward, and the right-angle plate A and the right-angle plate B form a U-shaped frame.

[0013] As a preferred solution: a rectangular mounting frame is further provided on the steering deceleration lower fork arm, and the first-stage driven gear shaft is rotatably arranged in the rectangular mounting frame through the first-stage driven lower bearing.

[0014] As a preferred solution: a gear B is also provided on the upper part of the primary driven gear shaft, and the two ends of the secondary driven gear shaft are rotatably arranged in a U-shaped frame through a secondary driven lower bearing and a secondary driven upper bearing respectively. Gears C and gear D are fixed to the upper and lower ends of the secondary driven gear shaft respectively, and a gear E is also fixed to the steering knuckle. Gear D is engaged with gear B for transmission, and gear C is engaged with gear E for transmission.

[0015] As a preferred solution: the primary reduction pinion and the output shaft of the steering motor are integrally formed, or the primary reduction pinion and the output shaft of the steering motor are connected via a flat mouth or a spline.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] The present invention connects the wheel and the frame through a connecting fork arm, and arranges a steering motor, a primary driven gear shaft, a secondary driven gear shaft and a steering knuckle on the connecting fork arm, which greatly reduces the size of the rotating mechanism and realizes large-angle steering. In addition, the steering motor and the steering knuckle are driven by the primary driven gear shaft, the secondary driven gear shaft and the corresponding gear meshing transmission, thereby ensuring the flexibility of the steering mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings in the specification, which constitute a part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute a limitation on this application.

[0019] Figure 1 It is a structural schematic diagram of the present invention;

[0020] Figure 2 It is a schematic diagram of the cross-sectional structure of the present invention;

[0021] Figure 3 This is a schematic structural diagram of the present invention on an integral vehicle frame when the wheels are parallel to the forward and backward directions;

[0022] Figure 4 for Figure 3 Schematic diagram of the structure of the wheels and steering mechanism;

[0023] Figure 5 This is a schematic structural diagram of the present invention on an integral frame, with the wheels rotated 90° for lateral travel;

[0024] Figure 6 for Figure 5 Schematic diagram of the structure of the wheels and steering mechanism.

[0025] The markings in the accompanying drawings are: 1. Steering deceleration upper fork arm; 2. Steering deceleration lower fork arm; 3. Steering motor; 4. First-stage reduction pinion; 5. First-stage driven gear shaft; 6. First-stage driven lower bearing; 7. Second-stage driven lower bearing; 8. Second-stage driven gear shaft; 9. Second-stage driven upper bearing; 10. Steering knuckle cone bearing; 11. Steering knuckle; 12. Wheel hub bearing; 13. Round nut; 14. Circlip for hole; 15. Steering flange shaft; 16. Wheel hub bolt; 17. Tire. DETAILED DESCRIPTION

[0026] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present application belongs.

[0027] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0028] In addition, in the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0029] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more, unless otherwise explicitly specified.

[0030] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0031] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0032] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0033] like Figure 1 and Figure 2The shown embodiment shows a large-angle low-floor steering mechanism, comprising a connecting fork arm, a steering motor 3, a primary driven gear shaft 5, a secondary driven gear shaft 8 and a steering knuckle 11. One end of the connecting fork arm is in the shape of a plate, and the other end is a U-shaped frame with an opening facing the tire. The steering motor 3 is fixed to one end of the connecting fork arm. A primary reduction pinion 4 is provided on the output shaft of the steering motor 3. The primary reduction pinion 4 is integrally formed with the output shaft of the steering motor 3, or the primary reduction pinion 4 is connected to the output shaft of the steering motor 3 through a flat mouth and a spline; a gear A is provided on the primary driven gear shaft 5, and the primary reduction pinion 4 is engaged with the gear A to drive the primary driven gear shaft 5 to rotate. The primary driven gear shaft 5, the secondary driven gear shaft 8 and the steering knuckle 11 are respectively rotatably arranged in the U-shaped frame, and are sequentially transmitted through gear meshing.

[0034] The connecting fork arm includes a mutually fixed upper steering deceleration fork arm 1 and a lower steering deceleration fork arm 2. One end of the upper steering deceleration fork arm 1 is a right-angled plate A that folds upward, and one end of the lower steering deceleration fork arm 2 is a right-angled plate B that folds downward. The right-angled plates A and B form a U-shaped frame. The lower steering deceleration fork arm 2 is also provided with a rectangular mounting frame, and the primary driven gear shaft 5 is rotatably mounted within the rectangular mounting frame via the primary driven lower bearing 6.

[0035] A gear B is also provided on the upper part of the primary driven gear shaft 5. The two ends of the secondary driven gear shaft 8 are rotatably arranged in the U-shaped frame through the secondary driven lower bearing 7 and the secondary driven upper bearing 9 respectively. The upper and lower ends of the secondary driven gear shaft 8 are respectively fixed with gears C and gear D. A gear E is also fixed on the steering knuckle 11. Gear D is engaged with gear B for transmission, and gear C is engaged with gear E for transmission.

[0036] The structure of the present invention utilizes the shape of the steering deceleration upper fork arm 1 and the steering deceleration lower fork arm 2 to directly form the reduction gear housing, and the entire reducer shaft system device (first-level driven gear shaft 5, second-level driven gear shaft 8) is installed therein, which greatly reduces the overall volume and facilitates large-angle rotation of the wheel. At the same time, one end of the steering deceleration upper fork arm 1 and the steering deceleration lower fork arm 2 are connected to the vehicle frame; the transmission method of the structure of the present invention is: the steering motor 3 receives the controller instruction to drive the first-level reduction pinion 4, where the steering motor can be a single motor or a motor controller integrated design, the first-level driven gear shaft 5 is supported by the first-level driven lower bearing 6 to transmit power to the second-level driven gear shaft 8, the second-level driven gear shaft 8 is supported by the second-level driven lower bearing 7 and the second-level driven upper bearing 9, the steering knuckle 11 is made of steel, and the steering knuckle is integrated with the last-level reduction gear (gear E).

[0037] The central portion of the steering knuckle 11 is rotatably connected to a steering flange shaft 15 via a wheel hub bearing 12. The rotation plane of the steering knuckle 11 and the rotation plane of the steering flange shaft 15 are perpendicular to each other. The steering flange shaft 15 is secured to the wheel hub via wheel hub bolts 16, and the wheel hub is provided with a tire 17. Preferably, the rotation centerline of the steering knuckle 11 is perpendicular to the ground and passes through the mid-thickness plane of the tire 11 and the rotation centerline of the tire 11, thereby minimizing steering torque and conserving space.

[0038] The steering flange shaft 15 is provided with a stepped surface, and one side of the inner ring of the hub bearing 12 abuts against the stepped surface. A round nut 13 is also provided on the inner side of the steering flange shaft 15, and the other side of the inner ring of the hub bearing 12 abuts against the round nut 13.

[0039] One side of the outer ring of the wheel hub bearing 12 abuts against the step surface on the steering knuckle 11, and the other side is limited by a hole retaining ring 14 provided on the inner wall of the steering knuckle 11. The cooperation of the round nut, the hole retaining ring and the step surface prevents axial movement of the steering flange shaft 15.

[0040] A stop washer is provided between the round nut 13 and the hub bearing 12. The outer ring of the stop washer has a plurality of serrations spaced at intervals, and each serration is folded inward. The folded serrations on the stop washer prevent the stop washer from interfering with the hole retaining ring 14, thereby affecting the rotation of the tire.

[0041] The mechanism of the present invention is such that when the vehicle moves forward and backward normally, the wheels are parallel to the forward and backward directions. Figure 3 and Figure 4 As shown in the figure; when the wheel is perpendicular to the vehicle's forward direction, that is, after the wheel turns 90 degrees, it can achieve "crab-style" lateral walking, that is, the controller can control the wheel to achieve any angle steering within the range of 0 to 90 degrees, such as Figure 5 and Figure 6 As shown, the steering deceleration upper fork arm 1 and the steering deceleration lower fork arm 2 are arranged in an obliquely bent state (i.e., the steering deceleration upper fork arm 1 and the steering deceleration lower fork arm 2 are each composed of two sections, and the connection between the two sections forms an obtuse angle. This structure can prevent the wheel from interfering with the steering deceleration upper fork arm 1 and the steering deceleration lower fork arm 2 when turning at a large angle, even 90 degrees).

[0042] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0043] Although the embodiments of the present invention have been shown and described above, it is understood that the above embodiments are illustrative and cannot be understood as limiting the present invention. Those skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention without departing from the principles and purpose of the present invention. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A large-angle low-floor steering mechanism, characterized by: The invention comprises a connecting fork arm, a steering motor (3), a primary driven gear shaft (5), a secondary driven gear shaft (8) and a steering knuckle (11), wherein one end of the connecting fork arm is in the shape of a plate, and the other end is a U-shaped frame with an opening facing the tire, the steering motor (3) is fixed to one end of the connecting fork arm, a primary reduction pinion (4) is provided on the output shaft of the steering motor (3), a gear A is provided on the primary driven gear shaft (5), the primary reduction pinion (4) is meshed with the gear A, and drives the primary driven gear shaft (5) to rotate, and the primary driven gear shaft (5), the secondary driven gear shaft (8) and the steering knuckle (11) are respectively rotatably arranged in the U-shaped frame and are sequentially driven by gear meshing; The middle portion of the steering knuckle (11) is rotatably connected to a steering flange shaft (15) via a wheel hub bearing (12); the rotation plane of the steering knuckle (11) and the rotation plane of the steering flange shaft (15) are perpendicular to each other; the steering flange shaft (15) is fixed to the wheel hub via a wheel hub bolt (16); and a tire (17) is provided on the wheel hub; The steering flange shaft (15) is provided with a stepped surface, and one side of the inner ring of the wheel hub bearing (12) abuts against the stepped surface. A round nut (13) is also provided on the inner side of the steering flange shaft (15), and the other side of the inner ring of the wheel hub bearing (12) abuts against the round nut (13); A stop washer is further provided between the round nut (13) and the hub bearing (12), wherein the outer ring of the stop washer is provided with a plurality of saw teeth spaced apart, and each saw tooth is folded inwards; One side of the outer ring of the wheel hub bearing (12) abuts against the step surface on the steering knuckle (11), and the other side is limited by a retaining ring (14) through a hole provided on the inner wall of the steering knuckle (11).

2. The large-angle low-floor steering mechanism according to claim 1, characterized in that: The rotation centerline of the steering knuckle (11) is perpendicular to the ground and passes through the mid-thickness plane of the tire (17) and the rotation centerline of the tire (17).

3. The large-angle low-floor steering mechanism according to claim 1, characterized in that: The connecting fork arm comprises a steering deceleration upper fork arm (1) and a steering deceleration lower fork arm (2) fixed to each other, one end of the steering deceleration upper fork arm (1) is a right-angle plate A folded upward, and one end of the steering deceleration lower fork arm (2) is a right-angle plate B folded downward, and the right-angle plate A and the right-angle plate B form a U-shaped frame.

4. The large-angle low-floor steering mechanism according to claim 3, characterized in that: A rectangular mounting frame is also provided on the steering deceleration lower fork arm (2), and the first-stage driven gear shaft (5) is rotatably arranged in the rectangular mounting frame via the first-stage driven lower bearing bush (6).

5. The large-angle low-floor steering mechanism according to claim 1, characterized in that: A gear B is further provided on the upper portion of the primary driven gear shaft (5). The two ends of the secondary driven gear shaft (8) are rotatably arranged in the U-shaped frame through the secondary driven lower bearing (7) and the secondary driven upper bearing (9). Gears C and D are respectively fixed to the upper and lower ends of the secondary driven gear shaft (8). A gear E is further fixed to the steering knuckle (11). Gear D is meshed with gear B for transmission, and gear C is meshed with gear E for transmission.

6. The large-angle low-floor steering mechanism according to claim 1, characterized in that: The first-stage reduction pinion (4) and the output shaft of the steering motor (3) are integrally formed, or the first-stage reduction pinion (4) and the output shaft of the steering motor (3) are connected via a flat mouth and a spline.

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