Improved double-side independent steering system of multi-axle vehicle

Abstract

The invention relates to the technical field of vehicle steering systems, in particular to an improved multi-axle vehicle double-side independent steering system which comprises symmetrically-arranged single-side independent steering mechanisms, and each single-side independent steering mechanism comprises a driving assembly. The driving assembly is in transmission connection with a front steering assembly used for controlling the front end of the vehicle to steer, a middle steering assembly used for controlling the middle of the vehicle to steer and a rear steering assembly used for controlling the tail end of the vehicle to steer through a steering linkage assembly, and the middle steering assembly is arranged between the front steering assembly and the rear steering assembly. The steering mechanism is arranged on the opposite sides of the two front steering assemblies. The driving assembly comprises a steering machine, and a transmission gear of the steering machine is meshed with a steering rack used for driving the front steering assembly, the middle steering assembly and the rear steering assembly to act. According to the invention, not only is the occupation of the chassis space effectively reduced, but also each side of the vehicle can be independently steered; and the steering flexibility and the cross-country performance of the multi-axle vehicle are effectively improved.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle steering systems, and in particular to an improved dual-side independent steering system for multi-axle vehicles. Background Art

[0002] With the rapid development of transportation demand, multi-axle vehicles are widely used in special vehicle fields such as military and engineering due to their excellent load capacity and off-road performance. Special vehicles have higher requirements in heavy-load transportation, power performance, off-road passability, etc. Therefore, the design of its steering system has extremely high requirements on performance, reliability and space utilization.

[0003] In traditional multi-axle vehicles, the Ackerman steering system has long been the mainstream design due to its trapezoidal linkage-based mechanical structure. However, this design has significant deficiencies in the steering system of multi-axle vehicles. The transverse trapezoidal linkage structure requires a large installation space, while the chassis of multi-axle vehicles is complex and carries a variety of equipment and power units, leaving limited space for the layout of the steering system. In addition, as the number of axles increases, the traditional design requires additional mechanical components for each steering axle, resulting in a significant increase in system complexity, manufacturing costs, and vehicle weight.

[0004] With the development of wire-controlled technology, independent wire-controlled steering systems have become a research hotspot. This system eliminates the mechanical linkage and improves steering flexibility and reduces space occupancy by independently controlling each steering wheel, while optimizing the dynamic performance and maneuverability of multi-axle vehicles. However, the application of wire-controlled independent steering in multi-axle vehicles still faces challenges. First, independent steering requires the configuration of an actuator and a steering motor for each steering wheel, which significantly increases the system complexity and cost for multi-axle vehicles. Secondly, multi-axle steering requires precise coordinated control under different vehicle speeds and road conditions. The wire-controlled system has extremely high requirements for the real-time and accuracy of the steering algorithm. If the coordination is insufficient, it may cause tire slip, inconsistent steering, or excessive power loss, which seriously affects the vehicle's handling performance and stability.

[0005] Therefore, there is an urgent need for an improved multi-axle vehicle double-sided independent steering system that can not only reduce space occupancy but also improve steering accuracy and dynamic response to meet the requirements of special vehicles for handling performance and stability under complex working conditions. Summary of the invention

[0006] The purpose of the present invention is to provide an improved dual-side independent steering system for multi-axle vehicles to solve the problems existing in the above-mentioned prior art.

[0007] To achieve the above-mentioned purpose, the present invention provides the following scheme: an improved double-sided independent steering system for multi-axle vehicles, comprising a symmetrically arranged single-sided independent steering mechanism, the single-sided independent steering mechanism comprising a driving assembly, the driving assembly being connected to a front steering assembly for controlling the steering of the front end of the vehicle, an intermediate steering assembly for controlling the steering of the middle part of the vehicle, and a rear steering assembly for controlling the steering of the rear end of the vehicle through a steering linkage assembly, the intermediate steering assembly being arranged between the front steering assembly and the rear steering assembly, and the steering mechanism being arranged on one side opposite to the two front steering assemblies; the driving assembly comprising a steering gear, the transmission gear of the steering gear being meshed with a steering rack for driving the front steering assembly, the intermediate steering assembly and the rear steering assembly to move.

[0008] Preferably, the steering linkage assembly includes a rack linkage rod transmission connected to the steering rack, the rack linkage rod is transmission connected to a center rotation linkage rod through a front axle steering tie rod, and the center rotation linkage rod is transmission connected to a rear axle steering tie rod.

[0009] Preferably, the front steering assembly includes a front wheel, the front wheel is connected to a front axle steering rocker arm, and the front axle steering rocker arm is drivingly connected to a connecting node of the front axle steering tie rod and the rack linkage rod.

[0010] Preferably, the front wheel is hinged to a front wheel kingpin via a front axle steering knuckle, so that the front wheel rotates around the front wheel kingpin.

[0011] Preferably, the rear steering assembly includes a rear wheel, the rear wheel is connected to a rear axle steering rocker arm, and the rear axle steering rocker arm is transmission-connected to one end of the rear axle steering tie rod away from the central rotating linkage rod.

[0012] Preferably, the rear wheel is hinged to a rear wheel kingpin via a rear axle steering knuckle, so that the rear wheel rotates around the rear wheel kingpin.

[0013] Preferably, the intermediate steering assembly includes a second-axle wheel and a third-axle wheel, the second-axle wheel is arranged close to the front wheel, and the third-axle wheel is arranged close to the rear wheel.

[0014] Preferably, the second-axle wheel is connected to a second-axle steering rocker arm, and the second-axle steering rocker arm is drivingly connected to a connection node between the front-axle steering tie rod and the central rotating linkage rod.

[0015] Preferably, the third-axle wheel is connected to a third-axle steering rocker arm, and the third-axle steering rocker arm is transmission-connected to the rear-axle steering tie rod.

[0016] Preferably, the second axle wheel is hinged to the second axle kingpin through the second axle steering knuckle, so that the second axle wheel rotates around the second axle kingpin; the third axle wheel is hinged to the third axle kingpin through the third axle steering knuckle, so that the third axle wheel rotates around the third axle kingpin.

[0017] The present invention discloses the following technical effects:

[0018] The present invention uses a symmetrically arranged single-sided independent steering mechanism, which not only effectively reduces the space occupied by the steering system on the chassis and provides greater freedom for the layout of the suspension and power unit; it also enables each side of the vehicle to steer independently, effectively improves the steering flexibility and off-road performance of multi-axle vehicles, and effectively improves the vehicle's handling ability under complex road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 This is a schematic diagram of the double-side independent steering structure of a two-axle vehicle of the present invention;

[0021] Figure 2 This is a schematic diagram of the double-side independent steering structure of a three-axle vehicle of the present invention;

[0022] Figure 3 This is a schematic diagram of the double-sided independent steering structure of a four-axle vehicle of the present invention;

[0023] Figure 4 It is a schematic diagram of the left turn process of the two-axle vehicle with independent steering on both sides according to the present invention;

[0024] Figure 5 It is a schematic diagram of the instantaneous turning center of the two-axle vehicle with independent steering on both sides according to the present invention;

[0025] Figure 6 It is a schematic diagram of the process of left turning with independent steering on both sides of a three-axle vehicle according to the present invention;

[0026] Figure 7 It is a schematic diagram of the instantaneous turning center of the three-axle vehicle with independent double-side steering according to the present invention;

[0027] Figure 8 It is a schematic diagram of the process of the four-axle vehicle turning left independently on both sides of the present invention;

[0028] Fig. 9 It is a schematic diagram of the instantaneous turning center of the dual-side independent steering of the four-axle vehicle of the present invention;

[0029] Among them, 1. Steering gear; 2. Steering rack; 3. Rack linkage rod; 4. Front axle steering knuckle; 5. Front wheel; 6. Front wheel kingpin; 7. Front axle steering rocker arm; 8. Front axle steering tie rod; 9. Center rotation linkage rod; 10. Rear axle steering tie rod; 11. Rear axle steering rocker arm; 12. Rear axle steering knuckle; 13. Rear wheel; 14. Rear wheel kingpin; 15. Second axle kingpin; 16. Second axle steering knuckle; 17. Second axle wheel; 18. Second axle steering rocker arm; 19. Third axle kingpin; 20. Third axle steering knuckle; 21. Third axle wheel; 22. Third axle steering rocker arm. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0031] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0032] Reference Figure 1-Figure 9 The present invention provides an improved dual-side independent steering system for multi-axle vehicles, including a symmetrically arranged single-side independent steering mechanism, the single-side independent steering mechanism including a driving assembly, the driving assembly is connected to a front steering assembly for controlling the steering of the front end of the vehicle, an intermediate steering assembly for controlling the steering of the middle part of the vehicle, and a rear steering assembly for controlling the steering of the rear end of the vehicle through a steering linkage assembly, the intermediate steering assembly is arranged between the front steering assembly and the rear steering assembly, and the steering mechanism is arranged on the opposite side of the two front steering assemblies; the driving assembly includes a steering machine 1, the transmission gear of the steering machine 1 is meshed with a steering rack 2 for driving the front steering assembly, the intermediate steering assembly and the rear steering assembly to move. The steering rack 2 is limitedly translated along the front and rear directions of the vehicle.

[0033] The present invention uses a symmetrically arranged single-sided independent steering mechanism, which not only effectively reduces the space occupied by the steering system on the chassis and provides greater freedom for the layout of the suspension and power unit; it also enables each side of the vehicle to steer independently, effectively improves the steering flexibility and off-road performance of multi-axle vehicles, and effectively improves the vehicle's handling ability under complex road conditions.

[0034] According to a further optimized solution, the steering linkage assembly includes a rack linkage rod 3 which is transmission-connected to the steering rack 2; the rack linkage rod 3 is transmission-connected to a center rotating linkage rod 9 through a front axle steering tie rod 8; and the center rotating linkage rod 9 is transmission-connected to a rear axle steering tie rod 10.

[0035] The steering gear 1 is a key component in the automobile steering system, which is mainly used to control the direction of the vehicle's steering and help the driver to accurately control the vehicle. Its function is to appropriately transform the steering torque and steering angle from the steering wheel, and then output them to the steering rod mechanism to achieve the steering of the vehicle. The steering gear 1 is a reduction transmission device that can increase the force transmitted from the steering wheel to the steering transmission mechanism and change the transmission direction of the force.

[0036] The transmission gear of the steering gear 1 drives the steering rack 2 to move, so that the steering rack 2 drives the rack linkage rod 3 to move, the rack linkage rod 3 drives the front axle steering tie rod 8 to move, the front axle steering tie rod 8 drives the center rotation linkage rod 9 to move, and the center rotation linkage rod 9 drives the rear axle steering tie rod 10 to move, which can effectively drive the front steering assembly, the middle steering assembly and the rear steering assembly to move, so that each side of the vehicle can be steered independently. The center rotation linkage rod 9 rotates around a fixed point on the vehicle.

[0037] Rack and pinion steering gear: simple and compact structure, high rigidity, low cost, sensitive steering, high positive and reverse rates, easy layout, suitable for cars and micro and light trucks.

[0038] Recirculating ball steering gear: flexible steering, large steering torque, suitable for situations where high-speed steering is required, such as highways.

[0039] Worm crank pin type steering gear: complex structure, but large steering torque, suitable for large vehicles.

[0040] According to a further optimized solution, the front steering assembly includes a front wheel 5, the front wheel 5 is connected to a front axle steering rocker arm 7, and the front axle steering rocker arm 7 is transmission-connected to a connecting node of a front axle steering tie rod 8 and a rack linkage rod 3.

[0041] According to a further optimized solution, the front wheel 5 is hinged to the front wheel kingpin 6 through the front axle steering knuckle 4, so that the front wheel 5 rotates around the front wheel kingpin 6.

[0042] The rack linkage rod 3 is driven by the steering rack 2, the rack linkage rod 3 drives the front axle steering rod 8 to move, the front axle steering rod 8 drives the front axle steering rocker arm 7 to move, and the front axle steering rocker arm 7 can drive the front wheel 5 to move, so that the front wheel 5 can stably rotate around the front wheel kingpin 6 through the front axle steering knuckle 4, thereby completing the steering action of the front wheel 5.

[0043] According to a further optimized solution, the rear steering assembly includes a rear wheel 13 , the rear wheel 13 is connected to a rear axle steering rocker arm 11 , and the rear axle steering rocker arm 11 is transmission-connected to one end of the rear axle steering tie rod 10 away from the central rotating linkage rod 9 .

[0044] According to a further optimized solution, the rear wheel 13 is hinged to the rear wheel kingpin 14 through the rear axle steering knuckle 12 , so that the rear wheel 13 rotates around the rear wheel kingpin 14 .

[0045] The rack linkage rod 3 is driven by the steering rack 2, the rack linkage rod 3 drives the front axle steering rod 8 to move, the front axle steering rod 8 drives the center rotation linkage rod 9 to move, the center rotation linkage rod 9 drives the rear axle steering rod 10 to move, the rear axle steering rod 10 drives the rear axle steering rocker arm 11 to move, the rear axle steering rocker arm 11 can drive the rear wheel 13 to move, so that the rear wheel 13 can stably rotate around the rear wheel kingpin 14 through the rear axle steering knuckle 12, thereby completing the steering action of the rear wheel 13.

[0046] According to a further optimized solution, the intermediate steering assembly includes a second axle wheel 17 and a third axle wheel 21 , wherein the second axle wheel 17 is disposed close to the front wheel 5 , and the third axle wheel 21 is disposed close to the rear wheel 13 .

[0047] According to a further optimization scheme, the second-axle wheel 17 is connected to a second-axle steering rocker arm 18 , and the second-axle steering rocker arm 18 is transmission-connected to a connection node between the front-axle steering tie rod 8 and the central rotating linkage rod 9 .

[0048] According to a further optimized solution, the third-axle wheel 21 is connected to a third-axle steering rocker arm 22 , and the third-axle steering rocker arm 22 is transmission-connected to the rear-axle steering tie rod 10 .

[0049] According to a further optimization scheme, the second axle wheel 17 is hinged to the second axle kingpin 15 through the second axle steering knuckle 16, so that the second axle wheel 17 rotates around the second axle kingpin 15; the third axle wheel 21 is hinged to the third axle kingpin 19 through the third axle steering knuckle 20, so that the third axle wheel 21 rotates around the third axle kingpin 19.

[0050] The rack linkage rod 3 is driven by the steering rack 2, the rack linkage rod 3 drives the front axle steering rod 8 to move, the front axle steering rod 8 drives the second axle steering rocker arm 18 to move, the second axle steering rocker arm 18 can drive the second axle wheel 17 to move, so that the second axle wheel 17 can stably rotate around the second axle kingpin 15 through the second axle steering knuckle 16, thereby completing the steering action of the second axle wheel 17.

[0051] The rack linkage rod 3 is driven by the steering rack 2, the rack linkage rod 3 drives the front axle steering rod 8 to move, the front axle steering rod 8 drives the center rotation linkage rod 9 to move, the center rotation linkage rod 9 drives the rear axle steering rod 10 to move, the rear axle steering rod 10 drives the third-axis steering rocker arm 22 to move, the third-axis steering rocker arm 22 can drive the third-axis wheel 21 to move, so that the third-axis wheel 21 can stably rotate around the third-axis kingpin 19 through the third-axis steering knuckle 20, thereby completing the steering action of the third-axis wheel 21.

[0052] The present invention eliminates the traditional trapezoidal transverse link structure, optimizes the vehicle space utilization, and can adjust the wheel angles on the left and right sides of the vehicle through the unilateral independent steering mechanisms on both sides of the vehicle. It also supports multi-wheel coordinated control and reverse steering functions, effectively improving the steering flexibility of the vehicle.

[0053] The intermediate steering assembly can be flexibly adjusted according to different vehicle configurations.

[0054] Working process:

[0055] The steering wheel angle input signal is transmitted to the steering gear 1 on both sides through the vehicle control unit (VCU). The transmission gear of the steering gear 1 drives the steering rack 2 to move, and the steering rack 2 produces a linear displacement, which drives the front axle steering rocker arm 7 and the rear axle steering rocker arm 11 to rotate through the front axle steering rod 8 and the rear axle steering rod 10 respectively, thereby generating a steering angle for the front wheel 5 and the rear wheel 13.

[0056] Reference Figure 1 and Figure 4-Figure 5 When a two-axle vehicle is used, the middle steering assembly is not installed, and only the front steering assembly and the rear steering assembly need to be installed.

[0057] The steering process of a two-axle vehicle is as follows: when turning left, the steering wheel angle input signal is transmitted to the steering gears 1 on both sides through the vehicle control unit (VCU), and the steering gear 1 drives the steering rack 2 to move forward, and then pushes the front axle steering rod 8 to make the front axle steering rocker arm 7 rotate counterclockwise, so that the left front wheel 5 rotates around the front wheel kingpin 6 to generate a left turning angle. At this time, the front end of the front axle steering rod 8 rotates relatively around the rotating pair composed of the rack linkage rod 3 and the front axle steering rocker arm 7; at the same time, the rear end of the front axle steering rod 8 drives the central rotation linkage rod 9 to rotate around the fixed The central rotating linkage rod 9 drives the rear axle steering tie rod 10 to rotate relatively, thereby pushing the rear axle steering rocker arm 11 to rotate clockwise, so that the left rear wheel 13 rotates around the rear wheel kingpin 14 through the rear axle steering knuckle 12 to produce a rightward turning angle; similarly, the steering gear 1 of the right steering system rotates clockwise to drive the steering rack 2 to move backward and push the rack linkage rod 3, so that the right front wheel 5 and the right rear wheel 13 produce left and right turning angles respectively; the right-turn process of the two-axle vehicle bilateral independent steering system is the same as the left-turn process.

[0058] The vehicle control unit (VCU) calculates the control signals of the left and right steering motors based on the steering wheel input signal and the real-time status of the vehicle to accurately determine the steering angle relationship between the left and right wheels. This relationship is calculated based on the instantaneous turning center (ICR) principle to ensure that the wheels meet pure rolling conditions during the steering process, thereby effectively avoiding tire slippage, extending tire service life, and improving the vehicle's steering performance and handling stability.

[0059] Reference Figure 2 and Figure 6-Figure 7 When a three-axle vehicle is used, the intermediate steering assembly is only installed with the second-axle wheel 17. Since the second-axle wheel 17 of the three-axle vehicle is located at the longitudinal center of the vehicle and its tire track is always consistent with the vertical direction of the instantaneous steering center, the second-axle wheel 17 does not need to be steered for the intermediate steering assembly of the three-axle vehicle; the second-axle wheel 17 can meet the geometric constraints of vehicle steering by maintaining a fixed direction, thereby simplifying the steering system structure and reducing system complexity and manufacturing costs.

[0060] The steering process for a three-axle vehicle is the same as for a two-axle vehicle.

[0061] Reference Figure 3 and Figure 8-Figure 9 When a four-axle vehicle is used, a front steering assembly for controlling the steering of the front end of the vehicle, an intermediate steering assembly for controlling the steering of the middle of the vehicle, and a rear steering assembly for controlling the steering of the rear end of the vehicle are all installed.

[0062] The steering process of a four-axle vehicle is as follows: when turning left, the steering of the front wheel 5 and the rear wheel 13 is the same as that of a two-axle vehicle. At this time, the steering wheel angle input signal is transmitted to the steering gears 1 on both sides through the vehicle control unit (VCU). The steering gear 1 drives the steering rack 2 to move forward, and the steering rack 2 drives the front axle steering rod 8 to move through the rack linkage rod 3. The rear end of the front axle steering rod 8 drives the central rotating linkage rod 9 to rotate around the fixed point of the vehicle. The second-axle steering rocker arm 18 rotates relatively around the rotating pair composed of the front axle steering rod 8 and the central rotating linkage rod 9, thereby driving the second-axle wheel 17 to rotate around the second-axle kingpin 15 through the second-axle steering knuckle 16, generating a smaller steering angle relative to the front wheel 5. Left turn angle; at the same time, the central rotating linkage rod 9 rotates around the fixed point of the vehicle body, thereby driving the rear axle steering rod 10 to rotate relatively around the rear end of the central rotating linkage rod 9, and the rear axle steering rod 10 drives the third-axis steering rocker arm 22 to rotate relatively, thereby driving the third-axis wheel 21 to rotate around the third-axis kingpin 19 through the third-axis steering knuckle 20, resulting in a smaller right turn angle than the rear wheel 13; similarly, the steering gear 1 of the right-side steering system rotates clockwise to drive the steering rack 2 to move backward, and the steering rack 2 pushes the rack linkage rod 3, thereby making the right front wheel 5 and the right rear wheel 13 turn left and right respectively; the right turn process of the four-axle vehicle double-sided independent steering system is the same as the left turn process.

[0063] Reference Figure 5 , Figure 7 and Fig. 9By independently controlling the steering machines 1 on both sides, the multi-wheel reverse steering function of the multi-axle vehicle is realized, so that the turning radius of the vehicle can be greatly reduced during the turning process, thereby improving the maneuverability and flexibility of the vehicle in a small space; the turning angle of the second-axle wheel 17 is smaller than the turning angle of the front wheel 5, and the turning angle of the third-axle wheel 21 is also smaller than the turning angle of the rear wheel 13; this turning angle distribution method is intended to ensure that the pure rolling condition of each wheel is met during the turning process; the present invention can avoid slippage between the wheels by accurately controlling the turning angle relationship of each wheel, thereby effectively reducing tire wear and improving handling performance and driving stability.

[0064] The present invention effectively reduces the chassis space occupied by the steering system by eliminating the traditional trapezoidal connecting rod design, provides greater freedom for the layout of the suspension and power unit, and solves the problems of complex chassis and limited layout space of multi-axle vehicles; the present invention can achieve precise control of the left and right wheel angles of the vehicle through the unilateral independent steering mechanism on both sides of the vehicle, supports multi-wheel coordinated control and reverse steering functions, reduces the turning radius, and effectively improves the flexibility and handling performance of the vehicle; at the same time, for vehicles with different numbers of axles, the present invention can also meet the steering requirements of multi-axle vehicles with two, three, four or even more axles, and adapt to the application of various special vehicles in heavy-load transportation and off-road scenarios.

[0065] In the description of the present invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention, 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.

[0066] The embodiments described above are only descriptions of the preferred embodiments of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. An improved dual-side independent steering system for multi-axle vehicles, characterized in that: The invention comprises a symmetrically arranged single-side independent steering mechanism, wherein the single-side independent steering mechanism comprises a driving assembly, wherein the driving assembly is connected to a front steering assembly for controlling the steering of the front end of the vehicle, an intermediate steering assembly for controlling the steering of the middle part of the vehicle, and a rear steering assembly for controlling the steering of the rear end of the vehicle through a steering linkage assembly, wherein the intermediate steering assembly is arranged between the front steering assembly and the rear steering assembly, and the steering mechanism is arranged on one side opposite to the two front steering assemblies; The driving assembly comprises a steering gear (1), the transmission gear of the steering gear (1) being meshed with a steering rack (2) for driving the front steering assembly, the intermediate steering assembly and the rear steering assembly to move.

2. The improved dual-side independent steering system for multi-axle vehicles according to claim 1 is characterized in that: The steering linkage assembly comprises a rack linkage rod (3) which is transmission-connected to the steering rack (2); the rack linkage rod (3) is transmission-connected to a central rotating linkage rod (9) via a front axle steering tie rod (8); and the central rotating linkage rod (9) is transmission-connected to a rear axle steering tie rod (10).

3. The multi-axle vehicle double-side independent steering system according to claim 2, characterized in that: The front steering assembly comprises a front wheel (5), the front wheel (5) is connected to a front axle steering rocker arm (7), and the front axle steering rocker arm (7) is drivingly connected to a connection node between the front axle steering tie rod (8) and the rack linkage rod (3).

4. The multi-axle vehicle double-side independent steering system according to claim 3, characterized in that: The front wheel (5) is hinged to a front wheel kingpin (6) via a front axle steering knuckle (4), so that the front wheel (5) rotates around the front wheel kingpin (6).

5. The multi-axle vehicle double-side independent steering system according to claim 3, characterized in that: The rear steering assembly comprises a rear wheel (13), the rear wheel (13) is connected to a rear axle steering rocker arm (11), and the rear axle steering rocker arm (11) is transmission-connected to one end of the rear axle steering tie rod (10) away from the central rotating linkage rod (9).

6. The multi-axle vehicle double-side independent steering system according to claim 5, characterized in that: The rear wheel (13) is hinged to a rear wheel kingpin (14) via a rear axle steering knuckle (12), so that the rear wheel (13) rotates around the rear wheel kingpin (14).

7. The multi-axle vehicle double-side independent steering system according to claim 5, characterized in that: The intermediate steering assembly comprises a second axle wheel (17) and a third axle wheel (21), wherein the second axle wheel (17) is arranged close to the front wheel (5), and the third axle wheel (21) is arranged close to the rear wheel (13).

8. The multi-axle vehicle double-side independent steering system according to claim 7, characterized in that: The second axle wheel (17) is connected to a second axle steering rocker arm (18), and the second axle steering rocker arm (18) is transmission-connected to a connection node between the front axle steering tie rod (8) and the central rotating linkage rod (9).

9. The multi-axle vehicle double-side independent steering system according to claim 8, characterized in that: The third-axle wheel (21) is connected to a third-axle steering rocker arm (22), and the third-axle steering rocker arm (22) is transmission-connected to the rear-axle steering tie rod (10).

10. The dual-side independent steering system for a multi-axle vehicle according to claim 9, characterized in that: The second axle wheel (17) is hinged to the second axle kingpin (15) via a second axle steering knuckle (16), so that the second axle wheel (17) rotates around the second axle kingpin (15); the third axle wheel (21) is hinged to the third axle kingpin (19) via a third axle steering knuckle (20), so that the third axle wheel (21) rotates around the third axle kingpin (19).

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