Vehicle yaw automatic compensation device and method

Abstract

The application belongs to the technical field of vehicle steering, and specifically relates to a vehicle yaw automatic compensation device and method. The device comprises a male speed pipe and a female speed pipe arranged coaxially, the male speed pipe and the female speed pipe can rotate relative to each other, the female speed pipe is in a cylindrical structure, one side of the cylindrical structure is provided with a bevel gear ring, and the other side of the cylindrical structure is provided with an axle hole; the male speed pipe comprises a bevel gear disc, the bevel gear disc is rigidly connected to one side of a fixed disc through a planetary gear carrier, the other side of the fixed disc is rigidly connected to a lead screw of a hollow tubular structure; one end of the lead screw penetrates through the axle hole of the female speed pipe, a right half shaft is arranged in the lead screw, an axle hole is arranged in the center of the fixed disc, the end of the right half shaft is fixed to a right half shaft input gear through the axle hole of the fixed disc; a left half shaft is arranged in the axle hole and the shaft sleeve, and the end of the left half shaft is fixed to a left half shaft input gear; the left half shaft input gear and the right half shaft input gear are engaged with the bevel gear ring of the female speed pipe through a gear assembly.

Description

Technical Field

[0001] This invention belongs to the field of vehicle steering technology, specifically a vehicle yaw automatic compensation device and method. Background Technology

[0002] Tunnels constructed using the shield tunneling method typically have a circular cross-section. Vehicles should operate in a horizontally aligned manner, ensuring their center remains aligned with the tunnel's vertical centerline. However, when machinery travels on this type of cross-section, the running surface is not planar. Because the initial heading may not be perfectly aligned with the tunnel axis, the equipment will gradually shift along the tangent of the cross-section, causing the lateral tilt angle to gradually increase. Figure 1 , 2 Illustration. Without intervention from the steering mechanism to correct direction, the vehicle will gradually return to the center of the tunnel under the influence of lateral unbalanced forces through wheel speed differences, but the return-to-center time is relatively long. At this point, manual adjustments to the steering mechanism are necessary to quickly return the equipment's direction of travel to the tunnel center (i.e., correcting the direction downwards, positive compensation); otherwise, excessive lateral tilting may cause the equipment to overturn.

[0003] When vehicles are performing operations such as marking road centerlines on sloping sections, they are traveling at an angle. At this time, the vehicle's centerline must always be aligned with the centerline perpendicular to the sloping road surface. When machinery travels on this type of cross-section, the running surface is not horizontal. Under the influence of lateral unbalanced forces, the vehicle will gradually shift towards the lower side of the road due to wheel speed differences. In this situation, the steering mechanism must be manually adjusted continuously to bring the equipment's direction back to the road center as quickly as possible (i.e., correcting the direction towards the higher ground, compensating in the opposite direction) to ensure that the marked centerline is consistent with the road surface centerline.

[0004] The mechanical principle is as follows:

[0005] ① When the front wheel is the driven wheel

[0006] Without considering lateral load distribution, when the vehicle is horizontal, the contact pressure of the left and right wheels is the same; when the vehicle is tilted, the contact pressure of the left and right wheels is different. The lower tire has higher contact pressure. N 1) Lower lateral pressure ( N 2), such as Figure 5 Show.

[0007] The side with greater pressure has greater friction. f’ 1) The side with lower pressure has less friction ( f’ 2). At this time, the front axle is responsible for controlling the direction and bears the driving force transmitted from the rear axle. T The point of application is the lateral center of the vehicle, and the direction is towards the direction of vehicle travel, such as... Figure 6 This is shown when the vehicle is at a constant speed. V At that time, the resultant force of friction Σ f'=f'1+ f’ 2= T .

[0008] Due to the uneven friction on both sides of the front wheel ( f’ 1> f’ 2), therefore, its reaction force on the axle is not at its center, so the resultant frictional force Σ f'=f' 1+ f’ 2. Point of application and driving force T The point of application has an eccentricity Δ L The resultant frictional force is equal in magnitude and opposite in direction to the driving force, forming a couple. M = T ·Δ L If this happens, the balance will be disrupted, and the vehicle will tend to veer towards the lower (slower speed) side.

[0009] ②The front wheels are drive wheels

[0010] When the front wheel is the driving wheel, the force distribution differs from that of the driven wheel. When the car is horizontal, the contact pressure of the left and right wheels is the same; when the car is tilted, the contact pressure of the left and right wheels is different. The lower tire has higher pressure. N 1) Lower lateral pressure ( N 2), such as Figure 7 Show.

[0011] The side with greater pressure has greater friction. f’ 1) The side with lower pressure has less friction ( f’ 2). For front-wheel drive vehicles, the front axle is responsible for controlling the direction and providing driving force, while the driving forces on both sides are... F 1. F 2. The direction is towards the direction the vehicle is traveling, such as... Figure 8 This is shown when the vehicle is at a constant speed. V At that time, friction f’ 1 =F 1, f’ 2 =F 2.

[0012] Due to the uneven friction on both sides of the front wheel ( f’ 1> f’ 2), therefore, the torque output from the differential acts on both wheel axles. T 1> T 2. The rotational speeds of the two corresponding half-shafts ω 1 < ω 2. At this point, the balance will be disrupted, and the vehicle will tend to deflect towards the lower side (the side with slower speed).

[0013] Based on the above mechanism of vehicle tilt-induced deviation, the deviation logic for both front axle driven and front axle driven operating conditions is as follows:

[0014] When the front axle is driven: tilting causes wheel pressure difference → wheel pressure difference causes friction difference → the resultant friction force is eccentric → it forms a couple with the driving force of the rear axle → the front axle begins to deviate → causing wheel speed difference on both sides.

[0015] When the front axle is driven: tilting causes wheel pressure difference → wheel pressure difference causes friction difference → differential output torque difference → wheel speed difference on both sides → front axle begins to tilt.

[0016] Therefore, regardless of whether the front axle is driven or driven, the vehicle will yaw to the lower side, and this is caused by the wheel pressure difference. We aim to cause the vehicle to yaw rapidly to the lower side in the first scenario described above, allowing it to quickly return to a lateral level position; and in the second scenario, we aim to cause the vehicle to yaw rapidly to the higher side, restoring it to its existing lateral tilt state. The pressure difference between the two wheels is the power source for the steering compensation mechanism of this invention.

[0017] To address the above issues, existing correction methods mainly fall into two categories: one involves manually visually adjusting the steering gear to correct the vehicle's centerline using reference objects, which is highly experience-dependent and inefficient; the other involves using electronic sensors to monitor vehicle attitude data and drive the steering mechanism to correct the direction of travel, which is costly and its reliability is affected by sensor sensitivity and the stability of the monitoring system.

[0018] In summary, it is necessary to develop a purely mechanical real-time compensation device to effectively reduce equipment costs while ensuring system stability and reliability. Summary of the Invention

[0019] In order to solve the above problems, the present invention provides a speed difference monitoring mechanism and a mechanical mechanism having the same.

[0020] The present invention adopts the following technical solution: a speed difference monitoring mechanism, comprising a male differential tube and a female differential tube coaxially arranged, which can rotate relative to each other. The female differential tube is a cylindrical structure, with a bevel gear ring on one side and a shaft hole on the other side. The male differential tube includes a bevel gear disk, which is rigidly connected to one side of a fixed disk via a planetary gear carrier. The other side of the fixed disk is rigidly connected to a lead screw with a hollow tubular structure. One end of the lead screw passes through the shaft hole of the female differential tube, and a right half-shaft is installed inside the lead screw. The fixed disk has a shaft hole at its center, and the end of the right half-shaft passes through the shaft hole on the fixed disk and is fixed to the right half-shaft input gear. The bevel gear disk has a shaft hole and a bushing at its center, and a left half-shaft is installed inside the shaft hole and bushing. The end of the left half-shaft is fixed to the left half-shaft input gear. The left half-shaft input gear and the right half-shaft input gear mesh with the bevel gear ring of the female differential tube through a gear assembly.

[0021] In some embodiments, the gear assembly includes two sets of planetary gear retaining pins mounted in the middle of the planetary gear carrier. The outer ends of the planetary gear retaining pins are fixed to the differential transmission gears, and the inner ends of the planetary gear retaining pins are fixed to the differential planetary gears. The differential transmission gears mesh with the bevel gear ring of the female differential tube, and the differential planetary gears mesh with the left half-shaft input gear and the right half-shaft input gear on both sides, respectively.

[0022] In some embodiments, the inner diameter of the bevel gear ring of the female differential tube is provided with a tray, the inner diameter of which is the same as the outer diameter of the fixed plate of the male differential tube, and the bottom diameter of the tray is smaller than the outer diameter of the fixed plate of the male differential tube, so as to support the fixed plate and restrict its movement into the female differential tube.

[0023] A monitoring method for a speed difference monitoring mechanism, wherein the left and right half-shafts are fixed to different axial rotation structures respectively, and when the speeds of the left and right half-shafts are equal, the speed of the female differential tube is equal to the speed of the male differential tube; when the speeds of the left and right half-shafts are unequal, a speed difference occurs between the rotation of the male and female differential tubes, and the male differential tube rotates relative to the female differential tube; based on the rotation of the male differential tube relative to the female differential tube, the existence of a speed difference between the left and right half-shafts can be monitored.

[0024] A speed difference compensation mechanism includes a speed difference output mechanism, which is installed on a speed difference monitoring mechanism and is used to convert the speed difference between the left and right half shafts into a horizontal displacement for output.

[0025] In some embodiments, the speed difference output mechanism is installed between the lead screw of the male differential tube and the shaft hole of the female differential tube. The differential output sleeve rotates synchronously with the female differential tube. When the male differential tube and the female differential tube rotate relative to each other, the differential output sleeve can undergo axial relative displacement with the lead screw.

[0026] In some embodiments, the differential output sleeve is a hollow tubular structure with threads on its inner wall that match the threads on the male differential tube screw; the outer wall of the differential output sleeve is provided with splines, and the shaft hole of the female differential tube is provided with a keyway. The splines of the differential output sleeve are inserted along the keyway of the female differential tube and assembled coaxially with it to ensure the synchronization of the rotational speeds of the female differential tube and the differential output sleeve.

[0027] A method for using a speed difference compensation mechanism: the left and right half-shafts are fixed to different axial rotation structures. When the speeds of the left and right half-shafts are equal, the speed of the female differential tube is equal to the speed of the male differential tube. When the speeds of the left and right half-shafts are unequal, a speed difference occurs due to the rotation of the male and female differential tubes. The male differential tube rotates relative to the female differential tube. Because the male differential tube is constrained by the female differential tube tray, it cannot move axially. At this time, the differential output sleeve rotates relative to the male differential tube screw, thus causing the differential output sleeve to rotate and translate. The rotation of the differential output sleeve does not cause the sleeve to rotate. Therefore, the sleeve will translate along with the translation of the differential output sleeve, thereby converting the speed difference into translation compensation.

[0028] A speed difference monitoring and steering drive device includes a speed difference monitoring mechanism and a speed difference output mechanism. The outer end of the differential output sleeve is provided with a limiting groove, and a freely rotatable sliding sleeve is installed in the limiting groove. The sliding sleeve is connected to one end of a rocker arm, and the other end of the rocker arm is connected to a steering mechanism to output the translational displacement of the differential output sleeve to the steering mechanism.

[0029] In some embodiments, the sliding sleeve includes a ring-shaped collar with a cuboid collar head at the top. The upper end of the collar head has a rocker arm hole with an inner diameter that is consistent with the outer diameter of the rocker arm. The end of the rocker arm is inserted into the rocker arm hole, and the rocker arm can rotate and translate around the hole axis.

[0030] A steering mechanism includes a speed difference monitoring and steering drive device, which is installed on the steering mechanism of a vehicle. The speed difference monitoring device and the speed difference output device are disposed in the axle housing. The ends of the left and right half shafts are respectively connected to universal joints, the universal joints are locked to the right wheel axle, the right wheel axle passes through the steering knuckle and is locked to the wheel hub, the end of the rocker arm is connected to the steering knuckle, and the steering knuckles on both sides are coordinated to turn synchronously between the wheel hubs on both sides through a steering tie rod.

[0031] In some embodiments, the universal joint is a structure consisting of two sets of cross universal joints connected in series.

[0032] In some embodiments, the end of the universal joint connected to the left and right half-shafts is a sliding spline shaft, which can slide relative to the right half-shaft along the axial direction, but does not rotate relative to the right half-shaft.

[0033] A power steering mechanism includes a speed difference monitoring and steering drive device, which is installed on the vehicle's steering mechanism. The speed difference monitoring device and the speed difference output device are disposed in the axle housing. The ends of the left and right half-shafts are respectively connected to universal joints, which are locked to the right wheel axle. The right wheel axle passes through the steering knuckle and is locked to the wheel hub. The steering knuckles on both sides are coordinated to rotate synchronously between the wheel hubs through a steering tie rod. The end of the rocker arm is connected to the steering knuckle. The bevel gear of the male differential tube meshes with the power input gear at the front end of the power output shaft. The rear end of the power output shaft is connected to the engine transfer case.

[0034] In some embodiments, the universal joint is a structure consisting of two sets of cross universal joints connected in series.

[0035] In some embodiments, the end of the universal joint connected to the left and right half-shafts is a sliding spline shaft, which can slide relative to the right half-shaft along the axial direction, but does not rotate relative to the right half-shaft.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] ① Applicable to both driven and driven front axles. As can be seen from the aforementioned mechanical principles, regardless of whether it is a driven or driven front axle, the sensing object of this device is the wheel pressure difference, and the motion response trend is consistent, and it is not related to whether the front axle has power.

[0038] ② It can achieve positive compensation for centering at a lower position and negative compensation for centering at a higher position. This patent achieves positive and negative compensation by adjusting the connection side between the steering rocker arm and the steering knuckle; it cleverly utilizes the balance point of equal wheel speed on both sides to ensure that the compensation can converge, so that the compensated wheel track oscillates near the target trajectory.

[0039] ③ The device's compensation rate varies according to the target deviation gradient, resulting in fast and stable compensation. This patented device has a differential control function, meaning that when the target deviation (deviation between wheel track and target trajectory) is large (the current steering wheel position is still far from the target trajectory), the system will adjust the compensation action at a relatively fast rate (i.e., quickly adjust the steering wheel deflection); when the target deviation (wheel track and target trajectory) is small, it will quickly eliminate most of the deviation; the system will then adjust the compensation action at a slower rate (i.e., slowly adjust the steering wheel deflection), steadily and accurately approaching the adjustment target (when the current steering wheel position is already close to the target trajectory).

[0040] ④ The device adopts a purely mechanical transmission design, ensuring real-time and rapid response and reliable performance. This patented device is entirely assembled from mechanical components, utilizing force and motion responses to trigger compensation actions. It requires no electronic sensors or program logic, resulting in high system reliability and real-time performance. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the vehicle correcting for downward movement when traveling on a non-planar surface (positive compensation).

[0042] Figure 2 for Figure 1 Top view;

[0043] Figure 3 This is a schematic diagram illustrating the situation where a vehicle corrects for elevation when traveling on a non-planar surface (reverse compensation).

[0044] Figure 4 for Figure 3Top view;

[0045] Figure 5 This is a front view of the forces acting on the front axle when it is tilted laterally.

[0046] Figure 6 Top view of the forces acting on the driven front axle when it is tilted laterally;

[0047] Figure 7 The force applied when the front axle tilts laterally is viewed directly.

[0048] Figure 8 Top view of the forces acting when the front axle tilts laterally;

[0049] Figure 9 Wheel tracks for positive compensation conditions;

[0050] Figure 10 Wheel tracks for reverse compensation conditions;

[0051] Figure 11 This is a schematic diagram of the overall device of the present invention (front view);

[0052] Figure 12 This is a schematic diagram of the overall device of the present invention (rear view);

[0053] Figure 13 This is a schematic diagram (front view) showing the relationships between the various mechanisms of the device of the present invention.

[0054] Figure 14 This is an overall view (front view) of the differential monitoring and steering drive system of the present invention.

[0055] Figure 15 Front view of the compensation agency;

[0056] Figure 16 Rear view of the compensation mechanism;

[0057] Figure 17 Disassembly of the compensation mechanism (front view, partial rear view);

[0058] Figure 18 This is an assembly diagram of the differential tube and differential output tube;

[0059] Figure 19 This is an assembly diagram of the male and female differential tubes;

[0060] Figure 20 Assembly drawing of planetary gear train, half-shaft gears and male differential tube;

[0061] Figure 21 This is an assembly drawing of the differential transmission gear and the internal differential tube;

[0062] Figure 22 This is a schematic diagram of the wheel-axle connection relationship;

[0063] Figure 23 For the plane of the compensation mechanism;

[0064] Figure 24 The front facade of the compensation agency;

[0065] Figure 25 This is a schematic diagram of reverse compensation;

[0066] Figure 26 This is a schematic diagram of positive compensation. Detailed Implementation

[0067] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are some embodiments of the present invention, but not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0068] The overall structure of the device of the present invention is as follows: Figure 11 , Figure 12 This diagram illustrates the overall relationship between the structure of the present invention and its main components, such as the axle housing and wheel hub. Figure 13 This is a diagram showing the internal structure of the axle housing after it has been cut open, used to illustrate the relative relationship between the main components such as the axle housing and the hub and the various mechanisms of this invention; Figure 14 Only the various mechanisms of the present invention are shown to describe the positional distribution and relative relationship of the components of the mechanism.

[0069] Figure 11 In the middle, the axle housing 1 encloses the entire differential monitoring and steering drive device, and a displacement output slot is provided on the top left side of the front view to drive the steering device.

[0070] The speed difference monitoring mechanism 21 is used to monitor the speed difference between the two wheel hubs and convert it into translational motion for output; the displacement output by the speed difference output mechanism 22 acts on the steering knuckle 3 on one side, and the steering knuckle 3 coordinates the synchronous steering of the two wheel hubs through the steering tie rod 4; the wheel hub is used to install and fix the tires and transmit the ground support reaction force; the axle housing is the main load-bearing body of the vehicle and is connected to the vehicle beam through a shock absorption device.

[0071] exist Figure 12 In the rear view, a power input shaft 6 is provided. When the front axle is used only as a steering axle, this shaft has no power input; when the front axle also serves as a power axle, this shaft is connected to the engine transfer case output to achieve power input.

[0072] Figure 13 The diagram shows the relationship between the main components of the axle and various mechanisms after the axle housing is cut open. The steering drive mechanism 2 consists of a speed difference monitoring mechanism 21 and a speed difference output mechanism 22. Figure 14 This section provides a more detailed illustration of the distribution and relative relationships of the various mechanisms proposed in this patent. Its basic working principle is as follows: Based on the aforementioned principle, when a vehicle gradually deviates from its normal driving direction, a difference in the rotational speeds of the two wheel hubs occurs, causing a difference in the rotational speeds of the left and right half-shafts. This difference is instantly sensed by the speed difference monitoring mechanism 21, which drives the internal planetary gear system to rotate relative to each other. The speed difference output mechanism 22 then converts this relative rotation into a translational motion along the vehicle axis through a lead screw transmission system. This translational motion drives the steering knuckle to move horizontally, thus completing the steering. The steering compensation mechanism of this patent drives the steering speed in a direction that is positively correlated with the difference in wheel speeds on both sides, and independent of the speed of a single wheel. This means that when the vehicle experiences a slight deflection, steering compensation begins immediately. The greater the wheel speed difference, the greater the amount of steering compensation. This aligns with the requirements of actual operating conditions and helps to correct vehicle deflection early on, preventing the accumulation of deflection.

[0073] The overall assembly front and rear views of the compensation mechanism of this patented invention are shown below. Figure 15 , Figure 16 Furthermore, to more clearly observe the morphology of each component, its exploded disassembly state is shown in [the image / description]. Figure 17 (The color of the parts in the illustrations below this section is consistent with the color of the parts for easy identification.)

[0074] like Figures 15-17 As shown, the speed difference monitoring mechanism 21 consists of a male differential tube 211, a differential planetary gear 212, a differential transmission gear 213, and a female differential tube 214. The speed difference output mechanism 22 consists of a differential output sleeve 221, a sliding sleeve 222, and a rocker arm 223. In addition, the wheel half-shaft 52 consists of a left half-shaft 521, a left half-shaft input gear 522, a right half-shaft 523, and a right half-shaft input gear 524.

[0075] Differential tube assembly:

[0076] like Figure 18 As shown, the female differential tube 214 is a cylindrical solid with a beveled toothed ring at the top. Inside the toothed ring is a tray, the inner diameter of which is the same as the fixing disc of the male differential tube 211 (see...). Figure 19 The outer diameter is consistent, and the bottom diameter of the tray is smaller than that of the 211 male differential tube fixing plate, which is used to support the fixing plate and restrict its movement into the tube body. The tube body is hollowed out to reduce weight. A shaft hole is opened at the end of the tube, and a keyway is provided on the hole wall to engage with the spline on the outer wall of the differential output sleeve 221. A sleeve is provided on the inner side of the hole to stabilize the movement direction of the differential output sleeve 221.

[0077] Differential output sleeve 221 is a hollow tubular structure with threads (left-handed) on its inner wall, and is connected to the male differential tube screw 211 (see...). Figure 19The threads are matched; the outer wall is provided with a spline whose dimensions match the keyway at the end of the internal differential tube 214 to ensure synchronization of the rotational speeds of the internal differential tube 214 and the differential output sleeve 221; the end of the tube is provided with a limiting groove, the inner diameter of the collar of the 222 sleeve is the same as the outer diameter of the limiting groove, and the width of the collar is the same as the width of the limiting groove, to provide the 222 sleeve with the freedom of rotation around the tube axis. The spline of the differential output sleeve 221 is inserted along the keyway of the internal differential tube 214 and assembled coaxially with it.

[0078] The sliding sleeve 222 has a ring-shaped structure. The inner diameter of its ring matches the outer diameter of the limiting groove of the differential output sleeve 221. The ring is embedded in the limiting groove and constrained by the limiting keys before and after the groove, allowing it to rotate independently around the axis of the differential output sleeve 221 or translate axially with it. A cuboid ring head is provided at the top of the ring to output the translational displacement of the differential output sleeve 221 to the steering mechanism. A rocker arm hole is provided at the upper end of the ring head, with an inner diameter matching the outer diameter of the rocker arm 223. The end of the rocker arm 223 is inserted into the rocker arm hole, allowing the rocker arm to rotate and translate around the hole's axis. The sliding sleeve 222 and the limiting groove of the differential output sleeve 221 are coaxially assembled together.

[0079] Male differential tube assembly:

[0080] like Figure 19 As shown, the male differential tube 211 has a combination of disc and tubular structure. One end is a bevel gear disc, which is rigidly connected to the fixed disc via a planetary gear carrier. The fixed disc is rigidly connected to the lead screw. The bevel gear disc has a central shaft hole and bushing for the left half-shaft to pass through and for stabilizing the gear rotation direction. The planetary gear carrier is symmetrically fixed at both ends of the bevel gear disc along its diameter, and has a pin hole in the middle for fixing the planetary gear fixing pin 215. The fixed disc has a central shaft hole for the right half-shaft to pass through. The outer diameter of the fixed disc matches the inner diameter of the tray of the female differential tube 214 and is supported by the bottom of the tray. The male differential tube 211 can rotate relative to the female differential tube 214 using the low contact surface between the fixed disc and the tray as support, but does not undergo relative translation. The lead screw is a hollow tubular structure with an inner diameter consistent with the outer diameter of the right half-shaft 522. Its inner surface is smooth, and its outer surface is threaded, matching the thread on the inner surface of the differential output sleeve 221. After assembling the female differential tube 214, differential output sleeve 221, and sliding sleeve 222 according to step ①, screw the lead screw of the male differential tube 211 into the differential output sleeve 221 until the fixing plate of the male differential tube 211 is completely in contact with the tray of the female differential tube 214. At this time, the rotation of the differential output sleeve 221 is synchronized with that of the female differential tube 214. When the male differential tube 211 and the female differential tube 214 rotate relative to each other, the lead screw and the differential output sleeve 221 also rotate relative to each other. While rotating, the differential output sleeve 221 also translates along the tube axis. Under the action of the limiting groove, the sliding sleeve 222 filters the rotation of the differential output sleeve 221, causing only translation.

[0081] Planetary gear train assembly:

[0082] like Figure 20 As shown, the left half-shaft input gear 524, the right half-shaft input gear 522, and the differential planetary gear 212 are four identical bevel gears. The left half-shaft input gear 524 and the right half-shaft input gear 522 are aligned coaxially with the bevel gear shaft hole of the male differential tube 211 and the shaft hole of the fixed plate, respectively, with their teeth facing inwards. The left half-shaft 521 is inserted into one side of the bevel gear shaft hole and locked with the left half-shaft input gear 524 (here, locking means that the two parts are completely rigidly connected and cannot move relative to each other, the same below); on the side of the fixed plate shaft hole, the right half-shaft 522 is passed through the inside of the male differential tube 211 lead screw, exits through the fixed plate shaft hole, and is locked with the right half-shaft input gear 522. With the center of the differential planetary gear 212 facing inward, it is aligned coaxially with the pin holes on the planetary gear carrier of the male differential tube 211, and meshes with the left half-shaft input gear 524 and the right half-shaft input gear 522. After inserting the fixing pin of planetary gear 215 through the pin holes on both sides, it is locked with the differential planetary gears 212 on both sides.

[0083] Transmission assembly between male and female differential tubes:

[0084] The differential transmission gear 213 is locked to the planetary gear 215 fixing pins on the male differential tube planetary gear carriers 211 on both sides, and meshes with the bevel gear 214 of the female differential tube. At this time, the differential transmission gear 213 and the differential planetary gear 212 on each planetary gear carrier are locked to the planetary gear fixing pins 215, and the two gears rotate at the same speed at all times. When the system is running, the speed difference between the left and right half shafts is coordinated through the planetary gear train, and the input speed of the left half shaft 521 is... ω L The input speed of the right half-shaft 522 is ω R (set up ω L > ω R The rotational speed of the anode differential tube 211 is... ω + The internal differential tube 214 has a rotational speed of ω - The speed difference between the two is Δ ω The rotational speeds of the cathode and anode differentials satisfy the following relationship:

[0085]

[0086] The power input gear 61 is engaged with the bevel gear of the male differential tube 211 to lock the power input shaft. The power input shaft is led out through the axle housing 1. When there is power input to the front axle, the power output shaft is connected to it; when the front axle is only used as a steering axle, the input shaft is a free end, and the port can be sealed.

[0087] Wheel and axle connection:

[0088] like Figure 22 As shown, one end of the right half-shaft 522 is locked to the right half-shaft input gear 524, and the other end is equipped with a splined bushing. One end of the universal joint 514 is equipped with a sliding splined shaft, and the other end is locked to the right wheel axle 515. After passing through the shaft hole of the steering knuckle 31, the right wheel axle is locked to the wheel hub 516.

[0089] The sliding spline shaft on the universal joint 514 is matched with the spline bushing of the right half-shaft 522. The right half-shaft 522 is fixed inside the bridge housing 1 and can only rotate about the axial direction.

[0090] Universal joint 514 uses two sets of cross universal joints connected in series. The purpose is to achieve equal rotation speed at both ends of the universal joint on the one hand, and to ensure that the rotation center of the universal joint can keep coincident with the rotation center of the steering knuckle in real time during the rotation of the steering knuckle 31.

[0091] Universal joint 514 is designed so that one end of the splined shaft can slide relative to the other end along the axial direction, but does not rotate relative to the right half-shaft 522. The purpose of this is that universal joint 514 is a double-ten-byte structure, which compensates for the axial displacement caused by the double-ten-byte rotation center adapting to the rotation center of the steering knuckle when it rotates in conjunction with steering knuckle 31.

[0092] The principle of compensation mechanisms:

[0093] 1) The left and right half-shafts rotate at the same speed:

[0094] The principle of compensation in this invention is as follows: Figures 23-24 Taking the counter-clockwise rotation of both the left and right axes in the forward-looking direction as an example, when the left half-shaft 521 and the right half-shaft 523 rotate at the same speed, they drive the left half-shaft input gear 522 and the right half-shaft input gear 524 to rotate synchronously. Since the left half-shaft input gear 522 and the right half-shaft input gear 524 have no relative motion, the differential planetary gear 212 meshing with it also has no relative motion and does not rotate, thus remaining in a locked state. Because the differential planetary gear 212 is fixed to the planetary gear carrier of the male differential tube 211 by the planetary gear fixing pin 215, in order to maintain relative stillness with the left half-shaft input gear 522 and the right half-shaft input gear 524, and to ensure the free rotation of the left half-shaft input gear 522 and the right half-shaft input gear 524, the differential planetary gear 212 can only drive the male differential tube 211, causing the male differential tube 211 and the differential planetary gear 212 to revolve around the left and right half-shafts at the same speed, with the same rotational speed as the left and right half-shafts and the direction counter-clockwise.

[0095] Meanwhile, the differential transmission gear 213 is fixed to the differential planetary gear 212 by the planetary gear fixing pin 215. The two remain relatively stationary and are fixed on the planetary gear carrier of the male differential tube 211. Since the differential planetary gear 212 does not rotate, the differential transmission gear 213 also does not rotate and can only revolve around the left and right half-axis. The differential transmission gear 213 meshes with the bevel gear of the female differential tube 214. When the differential transmission gear 213 revolves, it drives the female differential tube 214 to rotate. Since the differential transmission gear 213 also does not rotate, it remains relatively stationary with the female differential tube 214. Therefore, the rotational speed of the female differential tube 214 is equal to its revolution speed, that is, the rotational speed is equal to that of the male differential tube 211, and the direction is counterclockwise.

[0096] Because the keyway at the end of the female differential tube 214 engages with the spline on the differential output sleeve 221, the rotational speed of the differential output sleeve 221 is the same as that of the female differential tube 214, but counterclockwise. The lead screw, fixed disc, planetary gear carrier, and bevel gear on the male differential tube 211 are all rigidly integrated; therefore, the rotational speed of the lead screw is the same as that of the male differential tube 211, but counterclockwise. As analyzed above, when the left and right half-shaft speeds are equal, the rotational speeds of the male differential tube 211 and the female differential tube 214 are the same, meaning the rotational speeds of the lead screw and the differential output sleeve 221 are the same. This means there is no relative rotation between the lead screw and the differential output sleeve 221, and the threaded pair between the lead screw and the differential output sleeve 221 will not experience axial displacement. Therefore, the compensation device cannot push the steering knuckle for directional adjustment.

[0097] As can be seen from the aforementioned expression relating the speeds of the left and right differential tubes, when the speeds of the left and right sides are equal, the speed difference Δ ω= 0 means there is no relative rotation between the lead screw and the differential output tube, and therefore no translational displacement output.

[0098] 2) The left and right half-shafts rotate at different speeds:

[0099] When the left and right half-shafts rotate at unequal speeds, taking the example where both shafts rotate counterclockwise in the forward view and assuming the left half-shaft rotates faster than the right half-shaft, a speed difference occurs between the left half-shaft input gear 522 and the right half-shaft input gear 524. The two differential planetary gears 212 meshing with these gears rotate counterclockwise. Simultaneously, constrained by the planetary carrier of the male differential tube 211, the two differential planetary gears 212 also revolve counterclockwise, thus coordinating the asynchronous rotation speeds of the input shaft gears on both sides. This means the rotational speed of the male differential tube 211 is equal to the revolving speed of the differential planetary gears 212, in a counterclockwise direction.

[0100] Meanwhile, each differential planetary gear 212 is locked to the differential transmission gear 213 by the planetary gear fixing pin 215, so the rotation speed of the differential transmission gear 213 is the same as the rotation speed of the differential planetary gear 212. At the same time, the differential transmission gear 213 is also attached to the planetary gear carrier of the male differential tube 211. Therefore, its spatial absolute speed is the revolution speed of the differential transmission gear 213 minus its rotation speed, and is transmitted to the bevel gear of the female differential tube 214. That is, the rotation speed of the female differential tube 214 is the revolution speed of the differential transmission gear 213 minus its rotation speed, in the counterclockwise direction.

[0101] At this point, a speed difference exists between the male differential tube 211 and the female differential tube 214. The male differential tube 211 rotates counterclockwise relative to the female differential tube 214, meaning that the lead screw of the male differential tube 211 rotates counterclockwise relative to the differential output sleeve 221. Since the male differential tube 211 is constrained by the tray of the female differential tube 214, it cannot move axially. Therefore, the differential output sleeve 221 rotates clockwise relative to the lead screw of the male differential tube 211. Because it has a left-hand thread, it translates towards the right half-shaft. Conversely, the situation is the same when the speeds are reversed.

[0102] When the differential output sleeve 221 rotates and translates outwards, the collar on the sleeve 222 allows it to rotate freely relative to the differential output sleeve 221. Therefore, the rotation of the differential output sleeve 221 will not cause the rotation of the sleeve 222. However, due to the constraint of the limiting groove of the differential output sleeve 221, the two cannot translate relative to each other. Therefore, the sleeve 222 will translate along with the translation of the differential output sleeve 221, moving to the right half-shaft side.

[0103] 3) When the front axle is a drive shaft:

[0104] When the current axle is the driven shaft, the power input shaft 6 is in a free rotation state, and the steering mechanism performs differential sensing and drives the steering mechanism to steer in the manner described in 1) and 2) above.

[0105] When the front axle is the drive shaft, the front drive torque transmitted from the transfer case acts on the power input shaft 6, and is transmitted to the bevel gear of the male differential tube 211 via the power input gear 61. Through the cooperation of the male differential tube 211, the differential planetary gear 212, and the female differential tube 214, the torque is distributed to the two left half-shafts 521 and the right half-shaft 523 according to the feedback of the contact resistance of the tires on both sides. When the side resistance of the two tires is unequal, according to the characteristics of the differential, the male differential tube 211 and the female differential tube 214 will generate a speed difference, which is manifested as relative rotation between the differential output sleeve 221 and the male differential tube 211. The relative rotation is then converted into translation through the threaded pair between the two, thereby driving the rocker arm to push and pull the right steering knuckle 32 for deflection.

[0106] 4) Steering compensation direction change:

[0107] like Figure 25 As shown, the translation of sleeve 222 will cause the translation of rocker arm 223. Rocker arm 223 will output the translation to the right steering knuckle 32, causing it to rotate around the rotation center on the axle. The right steering knuckle 32 will transmit the displacement synchronously to the left steering knuckle 31 through the steering tie rod 4, thereby realizing synchronous steering of both steering knuckles.

[0108] At the same height as the rocker arm hole of the right steering knuckle 32 and the sliding sleeve 222, symmetrical reversing holes 321 are provided on its front and rear sides to switch the direction of steering compensation according to different working conditions.

[0109] If the differential output sleeve 221 moves outward, when the rocker arm 223 connects with the reversing hole 321 on the rear side of the right steering knuckle 32, the rocker arm 223 will push the right steering knuckle 32 to rotate clockwise. Figure 19 As shown; when the rocker arm 223 is connected to the reversing hole 321 on the front side of the right steering knuckle 32, the rocker arm 223 will push the right steering knuckle 32 to rotate counterclockwise, as shown. Figure 20 This demonstrates how steering compensation can be achieved through a change of direction.

[0110] Without considering lateral load distribution, when the vehicle is horizontal, the contact pressure of the left and right wheels is the same; when the vehicle is tilted, the contact pressure of the left and right wheels is different. The lower tire has higher contact pressure. N 1) Lower lateral pressure ( N 2), such as Figure 3 Show.

[0111] The side with greater pressure has greater friction. f’ 1) The side with lower pressure has less friction ( f’ 2). For rear-wheel drive vehicles, the front axle is responsible for controlling the direction and bearing the driving force transmitted from the rear axle. T The point of application is the lateral center of the vehicle, and the direction is towards the direction of vehicle travel, such as... Figure 4 Show.

[0112] Due to the uneven friction on both sides of the front wheel ( f’ 1> f’ 2), therefore, its action on the axle is not at its center, so the resultant frictional force (Σ) f'=f' 1+ f’ 2) Point of application and driving force ( T The point of application has an eccentricity (Δ) L The resultant force of friction is equal in magnitude and opposite in direction to the driving force, forming a couple. M = T ·Δ LThis explains why the vehicle veers downwards in both of the above situations. However, we want the vehicle to accelerate its veer in the first situation so that it can quickly return to a horizontal position; and in the second situation, we want to eliminate the vehicle's veer and keep it in its existing lateral tilt state.

[0113] The bias torque caused by the pressure difference between the two wheels is the power source for the steering compensation mechanism of this invention.

[0114] Assuming the tires don't slip, any deviation in vehicle yaw will inevitably cause asynchrony in the wheel speeds on both sides, and this wheel speed difference can be quickly and in real-time monitored by the mechanical structure. This invention utilizes a planetary gear differential as the wheel speed difference monitoring mechanism. When a wheel speed difference occurs, this patented device converts the difference into a translational motion output. Further, through the reversing mechanism proposed in this patent, it drives the steering mechanism to perform steering compensation according to the corresponding operating conditions: When the vehicle is traveling along a predetermined route, the wheel speeds on both sides are synchronized, there is no speed difference between the two half-shaft gears, the mechanism has no translational output, and the steering mechanism remains unchanged; when a speed difference occurs between the two wheels, this patented device outputs the speed difference to the translational conversion mechanism through the differential, which then drives the steering wheels to steer in a preset direction. In particular, when there is also power output from the front axle, the differential mechanism designed in this patent can also be connected to power input, and steering can still be achieved according to the above principle.

[0115] Based on the above working principle, the present invention includes the following apparatus:

[0116] A speed difference monitoring mechanism includes a male differential tube 211 and a female differential tube 214 coaxially arranged, which can rotate relative to each other. The female differential tube 214 has a cylindrical structure, with a bevel gear ring 2141 on one side and a shaft hole on the other side. The male differential tube 211 includes a bevel gear disk 2111, which is rigidly connected to one side of a fixed disk 2113 via a planetary gear carrier 2112. The other side of the fixed disk 2113 is rigidly connected to a hollow tubular lead screw 2114. One end of the lead screw 2114 passes through the shaft hole of the differential tube 214. The right half-shaft 523 is installed inside the lead screw 2114. The center of the fixed plate 2113 has a shaft hole. The end of the right half-shaft 523 passes through the shaft hole on the fixed plate 2113 and is fixed to the right half-shaft input gear 524. The center of the bevel gear plate 2111 has a shaft hole and a bushing. The left half-shaft 521 is installed in the shaft hole and bushing. The end of the left half-shaft 521 is fixed to the left half-shaft input gear 522. The left half-shaft input gear 522 and the right half-shaft input gear 524 mesh with the bevel gear ring 2141 of the differential tube 214 through the gear assembly.

[0117] The gear assembly includes two sets of planetary gear retaining pins 215 mounted in the middle of the planetary gear carrier 2112. The outer end of the planetary gear retaining pin 215 is fixed to the differential transmission gear 213, and the inner end of the planetary gear retaining pin 215 is fixed to the differential planetary gear 212. The differential transmission gear 213 meshes with the bevel gear ring 2141 of the female differential tube 214, and the differential planetary gear 212 meshes with the left half-shaft input gear 522 and the right half-shaft input gear 524 on both sides, respectively.

[0118] The inner side of the bevel gear ring 2141 of the female differential tube 214 is provided with a tray 2142. The inner diameter of the tray 2142 is the same as the outer diameter of the fixed plate 2113 of the male differential tube 211. The bottom diameter of the tray 2142 is smaller than the outer diameter of the fixed plate of the male differential tube 211, so as to support the fixed plate and restrict its movement into the female differential tube 214.

[0119] A monitoring method based on a speed difference monitoring mechanism is disclosed. The left half-shaft 521 and the right half-shaft 523 are fixed to different axial rotation structures. When the speeds of the left and right half-shafts are equal, the speed of the female differential tube 214 is equal to the speed of the male differential tube 211. When the speeds of the left and right half-shafts are unequal, a speed difference occurs between the rotation of the male differential tube 211 and the female differential tube 214. The male differential tube 211 rotates relative to the female differential tube 214. Due to the constraint of the female differential tube 214 tray, the male differential tube 211 cannot move axially. At this time, the differential output sleeve 221 rotates relative to the lead screw of the male differential tube 211, thereby causing the differential output sleeve 221 to rotate and translate. The rotation of the differential output sleeve 221 does not cause the sleeve 222 to rotate. Therefore, the sleeve 222 will translate along with the translation of the differential output sleeve 221, thereby converting the speed difference into translation compensation.

[0120] A speed difference compensation mechanism includes a speed difference output mechanism 22, which is mounted on a speed difference monitoring mechanism 21 and is used to convert the speed difference between the left and right half shafts into a horizontal displacement for output.

[0121] The speed difference output mechanism 22 is installed between the lead screw 2114 of the male differential tube 211 and the shaft hole of the female differential tube 214. The differential output sleeve 221 rotates synchronously with the female differential tube 214. When the male differential tube 211 and the female differential tube 214 rotate relative to each other, the differential output sleeve 221 can have an axial relative displacement with the lead screw 2114.

[0122] The differential output sleeve 221 is a hollow tubular structure with threads on its inner wall that match the threads on the male differential tube screw 211. The outer wall of the differential output sleeve 221 is provided with splines, and the shaft hole of the female differential tube 214 is provided with a keyway. The splines of the differential output sleeve 221 are inserted along the keyway of the female differential tube 214 and are coaxially assembled with it to ensure the synchronization of the rotational speeds of the female differential tube 214 and the differential output sleeve 221.

[0123] A method for using a speed difference compensation mechanism is described, wherein the left half-shaft 521 and the right half-shaft 523 are fixed to different axial rotation structures. When the speeds of the left and right half-shafts are equal, the speed of the female differential tube 214 is equal to the speed of the male differential tube 211. When the speeds of the left and right half-shafts are unequal, a speed difference occurs between the rotation of the male differential tube 211 and the female differential tube 214. The male differential tube 211 rotates relative to the female differential tube 214. Due to the constraint of the female differential tube 214 tray, the male differential tube 211 cannot move axially. At this time, the differential output sleeve 221 rotates relative to the lead screw of the male differential tube 211, thereby causing the differential output sleeve 221 to rotate and translate. The rotation of the differential output sleeve 221 does not cause the sleeve 222 to rotate. Therefore, the sleeve 222 will translate along with the translation of the differential output sleeve 221, thereby converting the speed difference into translation compensation.

[0124] A speed difference monitoring and steering drive device includes a speed difference monitoring mechanism 21 as described in claim 3 and a speed difference output mechanism 22 as described in claim 7. The outer end of the differential output sleeve 221 is provided with a limiting groove, and a freely rotatable sliding sleeve 222 is installed in the limiting groove. The sliding sleeve 222 is connected to one end of a rocker arm 223, and the other end of the rocker arm 223 is connected to a steering mechanism to output the translational displacement of the differential output sleeve 221 to the steering mechanism.

[0125] The sliding sleeve 222 includes a ring-shaped collar 2221, with a cuboid collar head 2222 at the top of the collar. The upper end of the collar head 2222 is provided with a rocker arm hole 2223, the inner diameter of which is consistent with the outer diameter of the rocker arm 223. The end of the rocker arm 223 is inserted into the rocker arm hole, and the rocker arm can rotate and translate around the axis of the hole.

[0126] A steering mechanism includes a speed difference monitoring and steering drive device, which is installed on the steering mechanism of a vehicle. The speed difference monitoring mechanism 21 and the speed difference output mechanism 22 are disposed in the axle housing 1. The ends of the left and right half shafts 521 and 522 are respectively connected to a universal joint 514. The universal joint 514 is locked to the right wheel axle 515. The right wheel axle 515 passes through the steering knuckle 3 and is locked to the wheel hub 5. The end of the rocker arm 223 is connected to the steering knuckle 3. The two steering knuckles 3 on both sides are coordinated to turn synchronously through a steering tie rod 4.

[0127] A power steering mechanism includes the aforementioned speed difference monitoring and steering drive device, which is installed on the vehicle's steering mechanism. The speed difference monitoring mechanism 21 and the speed difference output mechanism 22 are disposed within the axle housing 1. The ends of the left and right half-shafts 521 and 522 are respectively connected to universal joints 514. Universal joints 514 are locked to the right wheel axle 515. The right wheel axle 515 passes through the steering knuckle 3 and is locked to the wheel hub 5. The steering knuckles 3 on both sides are coordinated to rotate synchronously between the two wheel hubs through a steering tie rod 4. The end of the rocker arm 223 is connected to the steering knuckle 3. The bevel gear 2111 of the male differential tube 211 meshes with the power input gear 61 at the front end of the power output shaft 6. The rear end of the power output shaft 6 is connected to the engine transfer case.

[0128] The universal joint 514 is a structure consisting of two sets of cross universal joints connected in series.

[0129] The end of the universal joint 514 that connects to the left and right half-shafts 521 and 522 is a sliding spline shaft, which can slide relative to each other along the axial direction, but does not rotate relative to the right half-shaft 522.

[0130] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A speed difference monitoring mechanism, characterized in that: The differential includes a male differential tube (211) and a female differential tube (214) arranged coaxially. The male differential tube (211) and the female differential tube (214) can rotate relative to each other. The female differential tube (214) has a cylindrical structure with a bevel gear ring (2141) on one side and a shaft hole on the other side. The male differential tube (211) includes a bevel gear disk (2111), which is rigidly connected to one side of a fixed disk (2113) via a planetary gear carrier (2112). The other side of the fixed disk (2113) is rigidly connected to a hollow tubular lead screw (2114). One end of the lead screw (2114) passes through the female differential tube (214). The right half-shaft (523) is installed inside the lead screw (2114). The center of the fixed plate (2113) has a shaft hole. The end of the right half-shaft (523) passes through the shaft hole on the fixed plate (2113) and is fixed to the right half-shaft input gear (524). The center of the bevel gear plate (2111) has a shaft hole (2116) and a bushing (2115). The left half-shaft (521) is installed inside the shaft hole (2116) and the bushing (2115). The end of the left half-shaft (521) is fixed to the left half-shaft input gear (522). The left half-shaft input gear (522) and the right half-shaft input gear (524) mesh with the bevel gear ring (2141) of the internal differential tube (214) through the gear assembly.

2. The speed difference monitoring mechanism according to claim 1, characterized in that: The gear assembly includes two sets of planetary gear fixing pins (215) installed in the middle of the planetary gear carrier (2112). The outer end of the planetary gear fixing pin (215) is fixed to the differential transmission gear (213), and the inner end of the planetary gear fixing pin (215) is fixed to the differential planetary gear (212). The differential transmission gear (213) meshes with the bevel gear ring (2141) of the female differential tube (214), and the differential planetary gear (212) meshes with the left half-shaft input gear (522) and the right half-shaft input gear (524) on both sides respectively.

3. The speed difference monitoring mechanism according to claim 1 or 2, characterized in that: The inner side of the bevel gear ring (2141) of the female differential tube (214) is provided with a tray (2142). The inner diameter of the tray (2142) is the same as the outer diameter of the fixed plate (2113) of the male differential tube (211). The bottom diameter of the tray (2142) is smaller than the outer diameter of the fixed plate of the male differential tube (211) to support the fixed plate and restrict its movement into the female differential tube (214).

4. A monitoring method for the speed difference monitoring mechanism as described in claim 3, characterized in that: The left half-shaft (521) and the right half-shaft (523) are fixed to different axial rotation structures. When the left and right half-shafts rotate at the same speed, the speed of the female differential tube (214) is equal to the speed of the male differential tube (211). When the left and right half-shafts rotate at different speeds, the male differential tube (211) and the female differential tube (214) rotate at different speeds, and the male differential tube (211) rotates relative to the female differential tube (214). Based on the rotation of the male differential tube (211) relative to the female differential tube (214), it is possible to monitor whether there is a speed difference between the left half-shaft (521) and the right half-shaft (523).

5. An automatic yaw compensation device for vehicles, characterized in that: Includes a speed difference output mechanism (22), which is mounted on the speed difference monitoring mechanism (21) as described in claim 1, 2 or 3, and is used to convert the speed difference between the left and right half shafts into a horizontal displacement for output.

6. The automatic yaw compensation device for vehicles according to claim 5, characterized in that: The speed difference output mechanism (22) is installed between the lead screw (2114) of the male differential tube (211) and the shaft hole of the female differential tube (214). The differential output sleeve (221) rotates synchronously with the female differential tube (214). When the male differential tube (211) and the female differential tube (214) rotate relative to each other, the differential output sleeve (221) can have an axial relative displacement with the lead screw (2114).

7. The vehicle yaw automatic compensation device according to claim 6, characterized in that: The differential output sleeve (221) is a hollow tubular structure with a thread (2212) on its inner wall, which matches the thread on the male differential tube screw (211). The outer wall of the differential output sleeve (221) is provided with a spline (2211), and the shaft hole of the female differential tube (214) is provided with a keyway. The spline of the differential output sleeve (221) is inserted along the keyway of the female differential tube (214) and assembled coaxially with it to ensure the synchronization of the rotation speed of the female differential tube (214) and the differential output sleeve (221).

8. A method of using the vehicle yaw automatic compensation device as described in claim 7, characterized in that: The left half-shaft (521) and the right half-shaft (523) are fixed to different axial rotation structures respectively. When the left and right half-shafts rotate at the same speed, the speed of the female differential tube (214) is equal to that of the male differential tube (211). When the left and right half-shafts rotate at different speeds, the male differential tube (211) and the female differential tube (214) rotate at different speeds. The male differential tube (211) rotates relative to the female differential tube (214). The male differential tube (211) cannot move axially due to the constraint of the female differential tube (214) tray. At this time, the differential output sleeve (221) rotates relative to the male differential tube (211) screw, so the differential output sleeve (221) rotates and translates. The rotation of the differential output sleeve (221) will not cause the sleeve (222) to rotate. The sleeve (222) translates along with the translation of the differential output sleeve (221), thus turning the speed difference into translation compensation.

9. A steering drive device, characterized in that: Includes the speed difference monitoring mechanism (21) as described in claim 3 and the speed difference output mechanism (22) as described in claim 7. The outer end of the differential output sleeve (221) is provided with a limiting groove (2213). A freely rotatable sliding sleeve (222) is installed in the limiting groove (2213). The sliding sleeve (222) is connected to one end of the rocker arm (223), and the other end of the rocker arm (223) is connected to the steering mechanism to output the translational displacement of the differential output sleeve (221) to the steering mechanism.

10. The steering drive device according to claim 9, characterized in that: The sliding sleeve (222) includes a ring-shaped collar (2221), with a cuboid collar head (2222) at the top of the collar. The upper end of the collar head (2222) is provided with a rocker arm hole (2223), the inner diameter of which is consistent with the outer diameter of the rocker arm (223). The end of the rocker arm (223) is inserted into the rocker arm hole, and the rocker arm can rotate and translate around the hole axis.

11. A steering mechanism, characterized in that: Includes the speed difference monitoring and steering drive device as described in claim 10, which is installed on the steering mechanism of the vehicle. The speed difference monitoring mechanism (21) and the speed difference output mechanism (22) are located in the axle housing (1). The ends of the left and right half shafts (521, 522) are respectively connected to the universal joint (514). The universal joint (514) is locked to the right wheel axle (515). The right wheel axle (515) passes through the steering knuckle (3) and is locked to the wheel hub (5). The end of the rocker arm (223) is connected to the steering knuckle (3). The steering knuckles (3) on both sides are coordinated to turn synchronously between the two wheel hubs through the steering tie rod (4).

12. The steering mechanism according to claim 11, characterized in that: The universal joint (514) is a structure consisting of two sets of cross universal joints connected in series.

13. The steering mechanism according to claim 11 or 12, characterized in that: The universal joint (514) is connected to the left and right half-shafts (521, 522) at one end, which is a sliding spline shaft that can slide relative to each other along the axial direction, but does not rotate relative to the right half-shaft (522).

14. A power steering mechanism, characterized in that: Includes the speed difference monitoring and steering drive device as described in claim 10, which is installed on the steering mechanism of the vehicle. The speed difference monitoring mechanism (21) and the speed difference output mechanism (22) are located in the axle housing (1). The ends of the left and right half shafts (521, 522) are respectively connected to the universal joint (514). The universal joint (514) is locked to the right wheel axle (515). The right wheel axle (515) passes through the steering knuckle (3) and is locked to the wheel hub (5). The steering knuckles (3) on both sides are coordinated to turn synchronously between the two wheel hubs through the steering tie rod (4). The end of the rocker arm (223) is connected to the steering knuckle (3). The bevel gear plate (2111) of the male differential tube (211) meshes with the power input gear (61) at the front end of the power output shaft (6). The rear end of the power output shaft (6) is connected to the engine transfer case.

15. The power steering mechanism according to claim 14, characterized in that: The universal joint (514) is a structure consisting of two sets of cross universal joints connected in series.

16. The power steering mechanism according to claim 14 or 15, characterized in that: The universal joint (514) is connected to the left and right half-shafts (521, 522) at one end, which is a sliding spline shaft that can slide relative to each other along the axial direction, but does not rotate relative to the right half-shaft (522).

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