Motorcycle steering mechanism

Abstract

The motorcycle steering mechanism is characterized in that the motorcycle steering mechanism comprises a cross cloud platform assembly, an electric supporting rod assembly and a power-assisted steering motor; the cross cloud platform assembly comprises a left connecting plate, a right connecting plate, a cross center shaft and a gear set. The left connecting plate and the right connecting plate fix a front shock absorber of the motorcycle through bolts, the cross-shaped center shaft is detachably connected with a vertical pipe of a motorcycle frame, the bottom bevel gear is fixed with the vertical pipe through spline teeth, the cross-shaped center shaft achieves rotation of the left connecting plate and the right connecting plate around the transverse axis, and a mechanical foundation is provided for adjustment of a forward extending angle. The system further comprises a control module, the control module comprises an MCU controller, an angle sensor, a vehicle speed sensor, a pressure sensor and a steering torque sensor, and the system has the beneficial effects that the four functions of autonomous adjustment of the front extension angle, motor auxiliary steering, high-speed electronic anti-swing and front impact buffering are achieved, technical support is provided for automatic driving, and the system is suitable for popularization and application. And the full-scene controllability and safety of the motorcycle are improved.

Description

Technical Field

[0001] This invention relates to the field of motorcycle steering systems, and more specifically to a motorcycle steering mechanism. Background Technology

[0002] The motorcycle steering mechanism is a core component affecting driving stability, handling agility, and safety performance. Existing technology has the following shortcomings:

[0003] 1. The forward extension angle is a fixed design and cannot be dynamically adjusted according to driving scenarios (such as low-speed U-turns and high-speed cruising), resulting in limited handling adaptability;

[0004] 2. Traditional mechanical steering lacks power steering, making it difficult to operate at low speeds, especially for heavy motorcycles where the handling burden is significant.

[0005] 3. "Death sway" is prone to occur at high speeds, and existing passive stabilization devices (such as dampers) have limited suppression effects, resulting in a high safety risk;

[0006] 4. In a frontal collision, the steering mechanism often transmits the impact force rigidly, lacking an effective buffer structure, which can easily lead to deformation of the steering column and secondary injuries to the driver and passengers.

[0007] 5. Traditional mechanical steering lacks an active control system. In case of an emergency, if a novice driver makes a mistake, the vehicle cannot correct its direction autonomously.

[0008] Therefore, there is an urgent need for an integrated steering mechanism that can dynamically adjust the forward extension angle, provide steering assistance, high-speed anti-sway, and impact buffer functions to solve the pain points of existing technologies. Summary of the Invention

[0009] To address the shortcomings of the existing technology, this invention provides a motorcycle steering mechanism that achieves four main functions: autonomous adjustment of the forward extension angle, motor-assisted steering, high-speed electronic anti-sway, and frontal impact buffering.

[0010] To achieve the above objectives, the present invention adopts the following technical solution:

[0011] A motorcycle steering mechanism, characterized in that it includes a cross-shaped cloud platform assembly, an electric strut assembly, and a steering assist motor;

[0012] The cross-shaped cloud platform assembly includes a left connecting plate, a right connecting plate, and a cross-shaped central shaft. The left and right connecting plates are arranged opposite to each other. The left connecting plate is hinged to the left side section of the cross-shaped central shaft, and the right connecting plate is hinged to the right side section of the cross-shaped central shaft. The upper section of the cross-shaped central shaft is connected to the motorcycle handlebars, and the lower section of the cross-shaped central shaft is rotatably engaged with the front riser of the motorcycle frame. The outer sides of both the left and right connecting plates are connected to the front shock absorbers of the motorcycle. The front of the cross-shaped central shaft has a forward extension section.

[0013] The electro-hydraulic strut assembly includes an electro-hydraulic strut, a first chain plate, and a second chain plate. One end of the electro-hydraulic strut is hinged to the forward extension shaft section, and the other end is connected to one end of the first chain plate and the second chain plate by a pin. The other end of the first chain plate is hinged to the lower part of the left connecting plate and the right connecting plate, and the other end of the second chain plate is hinged to the lower end of the lower shaft section of the cross central shaft. The first chain plate and the second chain plate are arranged in a herringbone pattern.

[0014] Furthermore, a first steering gear is rotatably mounted on the left side shaft segment of the cross-shaped central shaft, a second steering gear is rotatably mounted on the right side shaft segment of the cross-shaped central shaft, and a fixed gear is rotatably mounted on the lower side shaft segment of the cross-shaped central shaft. The fixed gear is splinedly connected to the upper end of the motorcycle's head tube, and both the second steering gear and the first steering gear mesh with the fixed gear.

[0015] The first steering gear is located inside the left connecting plate, and the second steering gear is located inside the right connecting plate. A drive gear is connected to the first steering gear and the second steering gear. The steering assist motor is located on the opposite outer sides of the left and right connecting plates. The output shaft of the steering assist motor passes through the left and right connecting plates and is connected to a drive pinion. The drive pinion meshes with the drive gear.

[0016] Furthermore, a driven gear is rotatably connected to the upper shaft section of the cross-shaped central shaft, and the driven gear meshes with both the second steering gear and the first steering gear.

[0017] Furthermore, it also includes a control module, which comprises an MCU controller, an angle sensor, a vehicle speed sensor, a pressure sensor, and a steering torque sensor.

[0018] The angle sensor is installed on the motorcycle seat tube and is used to sense the motorcycle's steering angle and the forward extension angle between the motorcycle's front shock absorber and the motorcycle seat tube, and feed the data back to the MCU controller.

[0019] The vehicle speed sensor is mounted on the motorcycle body to detect the motorcycle's speed and feed it back to the MCU controller.

[0020] The steering torque sensor is mounted on the motorcycle handlebars and is used to detect the steering control force applied by the driver and feed the data back to the MCU controller.

[0021] The pressure sensor is installed inside the electro-hydraulic strut to detect the impact pressure on the electro-hydraulic strut and feed the data back to the MCU controller.

[0022] The MCU controller is used to receive data from the angle sensor, vehicle speed sensor, pressure sensor, and steering torque sensor, and to control the steering assist motor and electro-hydraulic strut according to the algorithm.

[0023] Furthermore, the electro-hydraulic strut has a built-in motor-driven gear pump, hydraulic chamber, pressure sensor, hydraulic strut, and pressure relief valve, wherein the motor, pressure sensor, and pressure relief valve are connected to the MCU controller for control.

[0024] The beneficial effects of this invention include: 1. The innovative combination of a cross cloud platform and an electric hydraulic strut enables stepless adjustment of the forward extension angle from 27° to 35°, adapting to different driving scenarios such as low speed and high speed, and significantly improving handling adaptability;

[0025] 2. Integrated permanent magnet synchronous motor power steering, which dynamically outputs assistance according to vehicle speed and steering torque, reducing the handling burden of heavy motorcycles and improving driving comfort;

[0026] 3. At high speeds, the system can detect abnormal swaying trends in the steering system, control the power steering motor to output reverse torque, suppress steering wheel head-shaking and severe swaying, effectively suppress "death sway," and significantly improve high-speed driving safety;

[0027] 4. The electro-hydraulic strut has a built-in overload buffer structure, which can axially contract to relieve pressure in the event of a frontal impact, absorb collision energy, and reduce deformation of the steering mechanism and injury to the driver and passengers.

[0028] 5. The modular design integrates various functions, resulting in a compact structure, convenient installation, and compatibility with existing motorcycle frame modifications and new model development, making it highly practical. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the structure of the present invention;

[0030] Figure 2 This is a structural schematic diagram of the present invention (with the right connecting plate and the right front shock absorber hidden). Detailed Implementation

[0031] The present invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0032] One such Figure 1 The motorcycle steering mechanism shown includes a cross-shaped platform assembly, an electric strut assembly, and a steering assist motor 11;

[0033] The cross-shaped cloud platform assembly includes a left connecting plate 1, a right connecting plate 2, and a cross-shaped central shaft 3. The left connecting plate 1 and right connecting plate 2 are arranged opposite each other. The left connecting plate 1 is hinged to the left side section of the cross-shaped central shaft 3; the right connecting plate 2 is hinged to the right side section of the cross-shaped central shaft 3; the upper section of the cross-shaped central shaft 3 connects to the motorcycle's handlebars; the lower section of the cross-shaped central shaft 3 rotatably engages with the front riser of the motorcycle frame; the outer sides of both the left connecting plate 1 and the right connecting plate 2 are connected to the motorcycle's front shock absorbers. The cross-shaped central shaft 3 has a forward extension section at its front.

[0034] The electro-hydraulic strut assembly includes an electro-hydraulic strut 4, a first chain plate 5, and a second chain plate 6. One end of the electro-hydraulic strut 4 is hinged to the forward extension section, and the other end is connected to one end of the first chain plate 5 and the second chain plate 6 via a pin. The other end of the first chain plate 5 is hinged to the lower part of the left connecting plate 1 and the right connecting plate 2, and the other end of the second chain plate 6 is hinged to the lower end of the lower section of the cross-shaped central shaft. The first chain plate 5 and the second chain plate 6 are arranged in a herringbone pattern. This structure constitutes the motorcycle's steering mechanism, which allows for free steering of the motorcycle. Furthermore, the extension and retraction of the electro-hydraulic strut 4 allows for forward adjustment of the motorcycle's front shock absorber relative to the frame's upper stem within a range of 27°-35°.

[0035] Furthermore, a first steering gear 7 is rotatably mounted on the left side of the cross-shaped central shaft 3, and a second steering gear 8 is rotatably mounted on the right side of the cross-shaped central shaft 3; a fixed gear 9 is rotatably mounted on the lower side of the cross-shaped central shaft 3, and the fixed gear 9 is splinedly connected to the upper end of the motorcycle's head tube. Both the second steering gear 8 and the first steering gear 7 mesh with the fixed gear 9; the first steering gear 7, the second steering gear 8, and the fixed gear 9 are all helical bevel gears. In this embodiment, to achieve synchronous rotation of the first steering gear 7 and the second steering gear 8, a driven gear 13 is rotatably connected to the upper side of the cross-shaped central shaft 3, and the driven gear 13 meshes with both the second steering gear 8 and the first steering gear 7. This driven gear 13 is also a helical bevel gear.

[0036] Furthermore, the first steering gear 7 is located inside the left connecting plate 1, and the second steering gear 8 is located inside the right connecting plate 2. A drive gear 10 is connected to both the first steering gear 7 and the second steering gear 8. The power steering motor 11 is positioned on the opposite outer sides of the left connecting plate 1 and the right connecting plate 2. The output shaft of the power steering motor 11 passes through both the left connecting plate 1 and the right connecting plate 2 and is connected to a drive pinion 12, which meshes with the drive gear 10. Thus, the power steering motor 11 can drive the drive pinion 12, thereby driving the first steering gear 7 and the second steering gear 8 to perform assisted steering on the motorcycle.

[0037] The power steering motor 11 is fixed to the upper outer side of the left and right connecting plates 1 and 2 with bolts. The power steering motor 11 is a permanent magnet synchronous motor with a rated power of 500-800W and an output assist torque of 0.5-5N.M.

[0038] This application also includes a control module, which comprises an MCU controller, an angle sensor, a vehicle speed sensor, a pressure sensor, and a steering torque sensor.

[0039] An angle sensor is installed on the motorcycle seat tube to sense the motorcycle's steering angle and the forward extension angle between the motorcycle's front shock absorber and the motorcycle seat tube, and feeds the data back to the MCU controller.

[0040] The vehicle speed sensor is installed on the motorcycle body to detect the motorcycle's speed and feed it back to the MCU controller.

[0041] The steering torque sensor is mounted on the motorcycle's handlebars to detect the steering control force applied by the rider and feed the data back to the MCU controller.

[0042] A pressure sensor is installed inside the electro-hydraulic strut 4 to detect the impact pressure on the electro-hydraulic strut 4 and feed the data back to the MCU controller;

[0043] The MCU controller is used to receive data from the angle sensor, vehicle speed sensor, pressure sensor, and steering torque sensor, and to control the power steering motor 11 and the electro-hydraulic strut 4 according to the algorithm.

[0044] The electric hydraulic strut 4 has a built-in motor-driven gear pump, hydraulic chamber, pressure sensor, hydraulic strut, and pressure relief valve, among which the motor, pressure sensor, and pressure relief valve are connected to the MCU controller.

[0045] Working principle of the invention

[0046] 1. Forward reach angle adjustment: The user inputs the target forward reach angle through the motorcycle instrument panel or wireless remote control. The controller drives the electric hydraulic strut to extend and retract based on the feedback signal from the angle sensor or the manual switch signal. The torque sensor transmits the signal that changes the forward tilt angle to the power steering motor. The output ends of the two power steering motors rotate in the same direction. The auxiliary power assist drives the left and right connecting plates to rotate around the cross hinge axis until the target angle is reached and then locked. This realizes the autonomous switching between low speed small forward reach angle (flexible steering) and high speed large forward reach angle (stable driving).

[0047] 2. Power Steering Function: When steering, the steering torque sensor detects the amount of steering force applied by the user. Combined with the vehicle speed signal (higher assist at low speeds, lower assist at high speeds), the controller controls the power steering motor to output the corresponding torque to assist the steering shaft in rotating and reduce handling resistance.

[0048] 3. High-speed anti-sway function: When the vehicle speed is ≥80km / h, the controller activates the anti-sway algorithm. It identifies abnormal sway signals through the steering angle rate sensor, drives the electro-hydraulic strut to increase hydraulic damping, suppresses high-frequency vibration of the steering shaft, and limits the maximum steering angle to prevent "death sway". The system can detect abnormal swaying trends in the steering system, control the power steering motor to output reverse torque, suppress steering wheel head-shaking and severe swaying, and output compensation torque in a targeted manner to avoid aggravation of swaying, thereby reducing the risk of death sway.

[0049] 4. Impact Buffer Function: In the event of a frontal impact, the impact force on the left and right connecting plates is transmitted to the electro-hydraulic struts. After the pressure sensor detects the overload pressure (when the impact force is ≥5kN, the pressure sensor triggers the pressure relief valve to open, the hydraulic oil is quickly depressurized, and the struts elastically contract axially (contraction stroke 20-50mm), buffering the impact force and absorbing the collision energy to prevent rigid deformation of the steering column). The struts contract axially and absorb the collision energy, buffering the impact force on the frame and passengers.

[0050] 5. The two power steering motors are a redundant backup: an active steering servo motor and an ESP power steering motor. The EPS power steering motor provides steering assistance, while the active steering motor is responsible for accurately following the target steering angle. If either motor fails, the other motor can independently complete the steering control, ensuring reliability and meeting the high-precision requirements of AI automatic steering control through precise torque and angle control. This is a crucial support for the realization of autonomous driving steering functions and a key technology for monitoring steering sway or for AI to automatically intervene in the steering system to make the correct operation in case of emergencies.

[0051] Component selection for this invention: Cross cloud platform: the left and right connecting plates are forged from 6061-T6 aluminum alloy, and the cross hinge shaft is made of 40CrNiMoA alloy steel with surface nitriding treatment and wear resistance ≥HRC55.

[0052] Electric hydraulic strut: rated thrust 10kN, telescopic stroke 0-100mm, response time ≤0.3s, hydraulic oil used is anti-wear hydraulic oil (ISO VG46).

[0053] Power steering motor, active steering / assist motor: Model ZYT-800W, rated voltage 12V, torque range 0.5-5N•m, reduction ratio 1:10;

[0054] Sensors: Angle sensor accuracy ±0.1°, vehicle speed sensor accuracy ±1km / h, pressure sensor range 0-20kN.

[0055] Assembly process of the present invention: The cross-shaped central shaft of the cross cloud platform is fixed to the top of the front stem of the motorcycle frame with a lock nut, and the lower gear is meshed and fixed with the stem.

[0056] The electric hydraulic strut is installed in the middle to ensure that the hinge point rotates flexibly without jamming;

[0057] The power steering motor and reduction gear set are assembled and connected coaxially with the steering shaft, with provisions for steering travel.

[0058] Connect the controller to each sensor and actuator, and perform functional calibration (advance angle range, assist curve, anti-sway threshold, etc.) through instruments.

[0059] Before using this invention, a functional test is required. The test includes: forward extension angle adjustment: start the vehicle, set the forward extension angle to 10° (low speed mode) and 30° (high speed mode) through the instrument, and observe the synchronization of the strut extension and retraction. The angle error is ≤ ±0.5°.

[0060] Steering assistance: When steering at low speeds (≤20km / h), the assist torque is ≥3N•m and the operating force is ≤15N; when steering at high speeds (≥60km / h), the assist torque is ≤1N•m, maintaining road feel feedback.

[0061] High-speed anti-sway: When the vehicle speed is increased to 100km / h, simulated disturbance (single-sided road surface protrusion), the steering shaft swing amplitude is ≤±2°, and there is no continuous swaying phenomenon;

[0062] Impact buffering: When a frontal impact force of 5kN is applied through a collision test bench, the electro-hydraulic strut retracts by 35mm, the impact force attenuation rate is ≥40%, and the steering column shows no permanent deformation.

[0063] The technical solutions provided by the embodiments of the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the embodiments of the present invention. The descriptions of the embodiments above are only for helping to understand the principles of the embodiments of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the embodiments of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A motorcycle steering mechanism, characterized in that: Including cross cloud platform components, electric strut components, and steering assist motor (11); The cross-shaped cloud platform assembly includes a left connecting plate (1), a right connecting plate (2), and a cross-shaped central shaft (3). The left connecting plate (1) and the right connecting plate (2) are arranged opposite to each other. The left connecting plate (1) is hinged to the left side of the cross-shaped central shaft (3), and the right connecting plate (2) is hinged to the right side of the cross-shaped central shaft (3). The upper side of the cross-shaped central shaft (3) is connected to the motorcycle handlebars, and the lower side of the cross-shaped central shaft (3) is rotatably engaged with the front upright of the motorcycle frame. The outer sides of the left connecting plate (1) and the right connecting plate (2) are both connected to the front shock absorbers of the motorcycle. The front of the cross-shaped central shaft (3) has a forward extension section. The electro-hydraulic strut assembly includes an electro-hydraulic strut (4), a first chain plate (5), and a second chain plate (6). One end of the electro-hydraulic strut (4) is hinged to the forward extension shaft section, and the other end is connected to one end of the first chain plate (5) and the second chain plate (6) by a pin. The other end of the first chain plate (5) is hinged to the lower part of the left connecting plate (1) and the right connecting plate (2), and the other end of the second chain plate (6) is hinged to the lower end of the lower side shaft section of the cross central shaft. The first chain plate (5) and the second chain plate (6) are arranged in a herringbone shape.

2. The motorcycle steering mechanism according to claim 1, characterized in that: A first steering gear (7) is rotatably mounted on the left side shaft section of the cross-shaped central shaft (3), a second steering gear (8) is rotatably mounted on the right side shaft section of the cross-shaped central shaft (3), and a fixed gear (9) is rotatably mounted on the lower side shaft section of the cross-shaped central shaft (3). The fixed gear (9) is splinedly connected to the upper end of the motorcycle stem tube. Both the second steering gear (8) and the first steering gear (7) mesh with the fixed gear (9). The first steering gear (7) is located inside the left connecting plate (1), and the second steering gear (8) is located inside the right connecting plate (2). The first steering gear (7) and the second steering gear (8) are connected to a drive gear (10). The steering assist motor (11) is located on the opposite outer side of the left connecting plate (1) and the right connecting plate (2). The output shaft of the steering assist motor (11) passes through the left connecting plate (1) and the right connecting plate (2) respectively and is connected to a drive pinion (12). The drive pinion (12) meshes with the drive gear (10).

3. A motorcycle steering mechanism according to claim 2, characterized in that: A driven gear (13) is rotatably connected to the upper shaft section of the cross center shaft (3), and the driven gear (13) meshes with the second steering gear (8) and the first steering gear (7).

4. A motorcycle steering mechanism according to claim 1, characterized in that: It also includes a control module, which comprises an MCU controller, an angle sensor, a vehicle speed sensor, a pressure sensor, and a steering torque sensor. The angle sensor is installed on the motorcycle seat tube and is used to sense the motorcycle's steering angle and the forward extension angle between the motorcycle's front shock absorber and the motorcycle seat tube, and feed the data back to the MCU controller. The vehicle speed sensor is mounted on the motorcycle body to detect the motorcycle's speed and feed it back to the MCU controller. The steering torque sensor is mounted on the motorcycle handlebars and is used to detect the steering control force applied by the driver and feed the data back to the MCU controller. The pressure sensor is installed inside the electro-hydraulic strut (4) to detect the impact pressure on the electro-hydraulic strut (4) and feed the data back to the MCU controller; The MCU controller is used to receive data from the angle sensor, vehicle speed sensor, pressure sensor, and steering torque sensor, and to control the steering assist motor (11) and the electro-hydraulic strut (4) according to the algorithm.

5. A motorcycle steering mechanism according to claim 4, characterized in that: The electric hydraulic strut (4) has a built-in motor-driven gear pump, hydraulic chamber, pressure sensor, hydraulic strut, and pressure relief valve, wherein the motor, pressure sensor, and pressure relief valve are connected to the MCU controller.

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