Front steering and handling mechanism for an all-wheel-drive off-road vehicle and method for compensating for the steering clearance

Abstract

The present application relates to the technical field of steering mechanism and control of all-wheel drive special off-road vehicle, and particularly relates to a front-mounted steering and control mechanism of all-wheel drive off-road vehicle, a steering transmission mechanism and a steering control mechanism, which are arranged in a virtual trapezoidal front-mounted form; the steering control mechanism is provided with a steering wheel and a steering engine, the lower part of the steering wheel is connected with a steering column, the steering column is connected with a left steering rocker arm through a steering swing arm, the steering engine is installed at the bottom of a transverse connecting plate, the output end of the steering engine is connected with a right steering rocker arm, the control line of the steering engine is connected with a gap compensation control device, the gap compensation control device comprises a vehicle controller, an ECU controller and a rotation angle sensor, and the rotation angle sensor is installed on the steering column; the present application utilizes the space condition of the existing vehicle model, realizes the spatial arrangement of the virtual trapezoidal front-mounted form, and realizes the direction compensation control of the large free gap of the multi-link system, thereby effectively improving the steering control performance.

Description

Technical Field

[0001] This invention belongs to the field of steering mechanism and control technology for all-wheel drive off-road vehicles, specifically relating to a front-mounted steering and control mechanism and a method for compensating for steering clearance in all-wheel drive off-road vehicles. Background Technology

[0002] All-wheel drive off-road vehicles are essential specialized vehicles for mountain off-roading, desert off-roading, and RV off-roading. Their dedicated chassis and cab structural dimensions directly affect the spatial arrangement of the steering mechanism and handling. For example... Figure 2 As shown, the steering power of the steering wheel is directly transmitted to the steering tie rod, which in turn transmits it to the steering knuckle arm via symmetrically arranged steering rocker arms and tie rods. The steering rocker arms are directly mounted using steering rocker arm supports. Because this type of vehicle has high requirements for overall vehicle dimensions, the arrangement of other mechanisms is generally achieved by increasing the overall vehicle size and structure. This method inevitably increases the overall vehicle weight and development costs. Therefore, achieving a more rational and advantageous spatial arrangement while meeting the overall vehicle weight requirements is particularly important.

[0003] Current problems include: the virtual trapezoidal rear-mounted structure's spatial arrangement has reached a bottleneck, making it impossible to achieve a reasonable trapezoidal and steering transmission mechanism layout that meets design requirements; the application of traditional multi-link steering mechanisms is constrained by the inherent limitations of components such as manufacturing processes and torsional resistance; existing mechanisms lack backlash compensation, making it impossible to achieve backlash compensation within the structure itself; these combined factors directly affect the steering handling and related performance indicators of this type of vehicle. To solve these problems, it is necessary to design a front-mounted steering and control mechanism and a steering backlash compensation control method for all-wheel-drive dedicated off-road vehicles, in order to address the oversteering and tire wear issues caused by the unsuitable Ackermann angle in the existing all-wheel-drive dedicated off-road vehicle's overall steering mechanism. Summary of the Invention

[0004] The purpose of this invention is to provide a front-mounted steering and control mechanism and a steering clearance compensation control method for an all-wheel-drive off-road vehicle. Through spatial arrangement, a completely new steering mechanism design, and DMU spatial clearance verification, a virtual trapezoidal front-mounted steering mechanism is designed while meeting the basic spatial dimensions of the vehicle. Simultaneously, cornering signal detection and steering wheel clearance compensation technology achieve clearance compensation for large steering wheel free travel, ensuring safety during driving.

[0005] In order to solve the above-mentioned problems in the existing technology, the technical solution adopted by the present invention is: a front-mounted steering and control mechanism for an all-wheel drive off-road vehicle, including a steering transmission mechanism, a steering control mechanism and a clearance compensation control device, wherein the steering transmission mechanism and the steering control mechanism are arranged in a virtual trapezoidal front-mounted mechanism layout. The steering transmission mechanism includes a left steering rocker arm, a right steering rocker arm, a tie rod, and a steering knuckle arm; The steering mechanism includes a steering wheel and a steering gear. The lower part of the steering wheel is connected to the steering column, which is connected to the left steering rocker arm via a steering swing arm. The steering gear is installed at the bottom of the transverse connecting plate, and the output end of the steering gear is connected to the right steering rocker arm. The control line of the steering gear is connected to the clearance compensation control device, which includes a vehicle controller, an ECU controller, and a steering angle sensor. The steering angle sensor is installed on the steering column.

[0006] Preferably, the steering gear is an electro-hydraulic steering gear with a horizontal arrangement. The overall steering structure is symmetrically arranged by placing the steering gear horizontally on the right and the steering arm horizontally on the left.

[0007] Preferably, the steering arm includes a steering telescopic shaft and an angle steering mechanism. The steering column is connected to the steering telescopic shaft, and the steering telescopic shaft is connected to the steering transmission rod through the angle steering mechanism. Multiple steering transmission rods and angle steering mechanisms are provided, and the last steering transmission rod is connected to the left steering rocker arm. The steering rocker arm is rotatably mounted on the bottom of the transverse connecting plate.

[0008] Preferably, two transverse connecting plate supports are installed on the upper part of the transverse connecting plate, and the transverse connecting plate supports are installed on the vehicle longitudinal beams on both sides.

[0009] Preferably, a tie rod is rotatably connected at the upper part between the left and right steering rocker arms, and an outer tie rod is rotatably connected at the lower part of both steering rocker arms, with the outer tie rod rotatably connected to the steering knuckle arm.

[0010] Preferably, the ECU controller is connected to the vehicle controller via CAN communication, and the ECU controller is connected to the angle sensor via a communication line to obtain angle information.

[0011] Preferably, the clearance compensation control device detects the steering wheel angle using a steering gear and is used for clearance compensation control of the steering wheel free travel.

[0012] A method for compensating for steering clearance in the front steering and control mechanism of an all-wheel-drive off-road vehicle includes the following steps: S1. When the vehicle is in motion, when the vehicle is traveling in a straight line, the angle sensor detects the angle signal emitted by the steering column of the steering wheel. The angle signal is transmitted to the ECU controller. The ECU controller does not send a steering signal to the motor of the electro-hydraulic steering gear according to the actual control strategy logic, and the vehicle maintains normal straight-line driving. S2. When the vehicle needs to turn, the steering angle sensor inputs a steering angle signal from the outside through the steering column of the steering wheel and transmits the signal to the ECU controller. The ECU controller sends a steering signal to the motor of the electro-hydraulic steering gear according to the actual control strategy logic. The electro-hydraulic steering gear then outputs the signal to the steering transmission mechanism through the steering rocker arm to achieve steering. S3. The vehicle is calibrated on the actual vehicle to adjust the steering angle signal values ​​according to different needs, thereby achieving the final handling effect of steering clearance compensation.

[0013] The beneficial effects of this invention are as follows: This invention designs a front-mounted steering and control mechanism and a backlash compensation control method for all-wheel-drive off-road vehicles. The steering transmission mechanism utilizes the overall vehicle layout space, employing a unique arrangement of a horizontally mounted right-hand steering gear, a horizontally mounted left-hand steering arm, and a virtual trapezoidal front-mounted split-bridge. This enables all wheels of the all-wheel-drive off-road vehicle to perform non-slip steering around the same rotation center with different radii, without the oversteer and tire wear issues caused by unsuitable Ackermann angles. Simultaneously, to eliminate the problems of large steering wheel free travel, poor straight-line stability, and poor steering follow-through caused by multi-link systems in the control mechanism, the backlash compensation mechanism and control method are expanded. By using a steering wheel angle detection mechanism to control the input and output angles of the electro-hydraulic steering gear, the problem of large steering wheel free travel caused by the inherent backlash and torsional deformation of the multi-link system is eliminated, satisfying the stability and good steering handling of the entire vehicle during driving. It utilizes the existing vehicle space to achieve a virtual trapezoidal front-mounted spatial arrangement; at the same time, it achieves steering compensation control for large multi-link free play, effectively improving steering handling. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the backlash compensation control method for the front-mounted steering and handling mechanism of an all-wheel-drive off-road vehicle.

[0015] Figure 2 This is a simplified schematic diagram of a conventional rear-mounted virtual trapezoidal transmission mechanism.

[0016] Figure 3 A simplified schematic diagram of the structure of the front steering mechanism and control mechanism of an all-wheel drive off-road vehicle.

[0017] In the diagram: 1-Steering wheel; 2-Steering column; 3-Steering telescopic shaft; 4-Angle steering gear; 5-Transverse connecting plate support; 6-Transverse connecting plate; 7-Steering gear; 8-Steering rocker arm; 9-Tie rod; 10-Steering knuckle arm; 11-Steering tie rod; 12-Steering rocker arm support. Detailed Implementation

[0018] The present invention will be further described below with reference to the accompanying drawings and reference numerals.

[0019] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0020] The terms “first,” “second,” “third,” etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0021] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0023] like Figure 1 As shown, a method for compensating for the directional clearance of the front steering and control mechanism of an all-wheel-drive off-road vehicle includes the following steps: 1. When the vehicle is in motion, when the vehicle is traveling in a straight line, the angle sensor detects the angle signal emitted by the steering column 2 of the steering wheel 1. The angle signal is transmitted to the ECU controller. The ECU controller does not send a steering signal to the motor of the electro-hydraulic steering gear according to the actual control strategy logic, and the vehicle maintains normal straight-line driving.

[0024] 2. When the vehicle needs to turn, the steering angle sensor inputs a steering angle signal from the outside through the steering wheel 1 and steering column 2, and transmits the signal to the ECU controller. The ECU controller sends a steering signal to the motor of the electro-hydraulic steering gear according to the actual control strategy logic. The electro-hydraulic steering gear then outputs the signal to the steering transmission mechanism through the steering rocker arm 8 to achieve steering.

[0025] 3. The vehicle is calibrated on a real vehicle according to the actual conditions of the vehicle to achieve the final handling effect of directional clearance compensation.

[0026] like Figure 3 As shown, a front-mounted steering and control mechanism for an all-wheel-drive off-road vehicle includes a steering transmission mechanism, a steering control mechanism, and a clearance compensation control device. The steering transmission mechanism and the steering control mechanism are arranged in a virtual trapezoidal front-mounted configuration.

[0027] The steering transmission mechanism includes a left steering rocker arm 8, a right steering rocker arm 8, a tie rod 9, and a steering knuckle arm 10. The upper part of the left steering rocker arm 8 and the right steering rocker arm 8 are rotatably connected to the tie rod 9, and the lower part of the two steering rocker arms 8 are also rotatably connected to the outer tie rod 9. The outer tie rod 9 is rotatably connected to the steering knuckle arm 10.

[0028] The steering control mechanism includes a steering wheel 1, a steering column 2, a steering arm, and a steering gear 7. The steering wheel 1 is connected to the steering column 2 at its lower part. The steering column 2 is connected to the left-side steering rocker arm 8 via the steering arm. The steering rocker arm includes a steering telescopic shaft 3 and an angle steering gear 4. The steering column 2 is connected to the steering telescopic shaft 3, and the steering telescopic shaft 3 is connected to the steering transmission rod via the angle steering gear 4. There are multiple steering transmission rods and angle steering gears. The steering control mechanism achieves steering direction control through a multi-telescopic shaft linkage. The last steering transmission rod is connected to the left-side steering rocker arm 8, which is rotatably mounted on the bottom of the transverse connecting plate 6.

[0029] The steering gear 7 is installed at the bottom of the transverse connecting plate 6. The output end of the steering gear 7 is connected to the right steering rocker arm 8. Two transverse connecting plate supports 5 are installed on the upper part of the transverse connecting plate 6. The transverse connecting plate supports 5 are installed on the vehicle longitudinal beams on both sides. 6. The steering mechanism improves the torsional rigidity of the whole vehicle and the safety of the steering process through the transverse connecting plate 6 and the left and right transverse connecting plate supports 5.

[0030] The steering gear 7 is an electro-hydraulic steering gear with a horizontal layout. The overall steering structure achieves a symmetrical arrangement by placing the steering gear 7 horizontally on the right and the steering arm 8 horizontally on the left. The steering mechanism is verified by a spatial DMU to ensure a reasonable spatial layout and avoid interference with the surrounding environment.

[0031] The control line of the steering gear 7 is connected to the clearance compensation control device, which includes the vehicle controller, the ECU controller, and the angle sensor. The angle sensor is mounted on the steering column 2. The ECU controller is connected to the vehicle controller via CAN communication, and the ECU controller obtains angle information by connecting to the angle sensor via a communication line.

[0032] The clearance compensation control device detects the steering angle of steering wheel 1 and applies it to the steering gear for clearance compensation control of steering wheel free travel.

[0033] The entire steering transmission and steering control mechanism is based on a virtual trapezoidal front-mounted layout, forming its unique structural arrangement. The arrangement of multiple steering telescopic shafts 3 and multiple angle steering gears 4 enables spatial avoidance of tire limit angles and limit bounces. The spatial arrangement of the lateral connecting plate supports 5 (left and right) and the lateral connecting plate 6 enhances the torsional strength of the vehicle frame. The symmetrical arrangement of the left and right steering rocker arms 8 and left and right steering knuckle arms 10 ensures the consistency of the vehicle's left and right steering angles. The mechanical transmission mechanism retained in the vehicle also avoids steering failure caused by electro-hydraulic control angle malfunctions. The overall mechanism enables normal vehicle steering. At the same time, the steering wheel 1 angle detection device controls the actual input and output shaft angles of the electro-hydraulic steering gear 7 by detecting real-time angle signals, thereby compensating for the large free play caused by multiple linkages in steering control. The spatial design and related verification analysis from the rear virtual trapezoidal to the front virtual trapezoidal are realized. The clearance compensation control adopts the angle detection signal and the free play compensation control method to improve the good handling of steering actions. The electro-hydraulic steering gear and angle detection and control method can further expand its functions to achieve active self-centering after steering, avoiding the problem of poor mechanical self-centering caused by external resistance torque. The electro-hydraulic steering gear and angle detection and control method can further expand its functions to realize assisted driving and automatic steering functions in LKA (Lane Kickstarter).

[0034] The steering clearance compensation control method can further expand the control strategy and control logic to realize the autonomous steering return function and intelligent parking or driving function.

[0035] This invention is not limited to the above-described optional embodiments. Anyone can derive other various forms of products under the guidance of this invention. However, regardless of any changes made in their shape or structure, any technical solution that falls within the scope of the claims of this invention shall be protected by this invention.

Claims

1. A front-mounted steering and control mechanism for an all-wheel-drive off-road vehicle, characterized in that, It includes a steering transmission mechanism, a steering control mechanism, and a clearance compensation control device. The steering transmission mechanism and the steering control mechanism are arranged in a virtual trapezoidal front-mounted configuration. The steering transmission mechanism includes a left steering rocker arm, a right steering rocker arm, a tie rod, and a steering knuckle arm; The steering mechanism includes a steering wheel and a steering gear. The lower part of the steering wheel is connected to the steering column, which is connected to the left steering rocker arm via a steering swing arm. The steering gear is installed at the bottom of the transverse connecting plate, and the output end of the steering gear is connected to the right steering rocker arm. The control line of the steering gear is connected to the clearance compensation control device, which includes a vehicle controller, an ECU controller, and a steering angle sensor. The steering angle sensor is installed on the steering column.

2. The front-mounted steering and control mechanism for an all-wheel-drive off-road vehicle according to claim 1, characterized in that, The steering gear is an electro-hydraulic steering gear with a horizontal layout. The overall steering structure is symmetrically arranged by placing the steering gear horizontally on the right and the steering arm horizontally on the left.

3. The front-mounted steering and control mechanism for an all-wheel-drive off-road vehicle according to claim 2, characterized in that, The steering arm includes a steering telescopic shaft and an angle steering mechanism. The steering column is connected to the steering telescopic shaft, and the steering telescopic shaft is connected to the steering transmission rod through the angle steering mechanism. There are multiple steering transmission rods and angle steering mechanisms. The last steering transmission rod is connected to the steering rocker arm on the left side. The steering rocker arm is rotatably mounted on the bottom of the transverse connecting plate.

4. The front-mounted steering and control mechanism for an all-wheel-drive off-road vehicle according to claim 1, characterized in that, Two transverse connecting plate supports are installed on the upper part of the transverse connecting plate, and the transverse connecting plate supports are installed on the vehicle longitudinal beams on both sides.

5. The front-mounted steering and control mechanism for an all-wheel-drive off-road vehicle according to claim 1, characterized in that, The upper part of the left and right steering rocker arms is rotatably connected to a tie rod, and the lower part of the two steering rocker arms is also rotatably connected to an outer tie rod, which is rotatably connected to the steering knuckle arm.

6. The front-mounted steering and control mechanism for an all-wheel-drive off-road vehicle according to claim 1, characterized in that, The ECU controller is connected to the vehicle controller via CAN communication, and the ECU controller is connected to the angle sensor via a communication line to obtain angle information.

7. The front-mounted steering and control mechanism for an all-wheel-drive off-road vehicle according to claim 6, characterized in that, The clearance compensation control device detects the steering wheel angle and applies it to the steering gear for clearance compensation control of the steering wheel free travel.

8. The method for compensating for the directional clearance of the front steering and control mechanism of an all-wheel-drive off-road vehicle according to any one of claims 1-7, characterized in that, Includes the following steps: S1. When the vehicle is in motion, when the vehicle is traveling in a straight line, the angle sensor detects the angle signal emitted by the steering column of the steering wheel. The angle signal is transmitted to the ECU controller. The ECU controller does not send a steering signal to the motor of the electro-hydraulic steering gear according to the actual control strategy logic, and the vehicle maintains normal straight-line driving. S2. When the vehicle needs to turn, the steering angle sensor inputs a steering angle signal from the outside through the steering column of the steering wheel and transmits the signal to the ECU controller. The ECU controller sends a steering signal to the motor of the electro-hydraulic steering gear according to the actual control strategy logic. The electro-hydraulic steering gear then outputs the signal to the steering transmission mechanism through the steering rocker arm to achieve steering. S3. The vehicle is calibrated on the actual vehicle to adjust the steering angle signal values ​​according to different needs, thereby achieving the final handling effect of steering clearance compensation.

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