Differential stepless steering mechanism of all-terrain vehicle without front wheel guide mechanism
Through the differential stepless steering mechanism and the use of hydraulic pressure to control the wheel speed, the problems of unstable steering, high energy consumption and complex electronic control of light special all-terrain vehicles are solved, and stable and low-energy steering operations are achieved.
Patent Information
- Application Number
- CN202423014950.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-06
- Publication Date
- 2025-09-19
- Estimated Expiration
- 2034-12-06
AI Technical Summary
The steering mechanism of existing light special all-terrain vehicles has problems such as unstable steering, high energy consumption, complex electronic control and low safety.
It adopts a differential stepless steering mechanism, which realizes stepless speed steering through the combination of differential, two-way variable pump, solenoid valve and oil circuit system. It uses hydraulic oil circuit to control wheel speed, and combines closed oil circuit and different states of solenoid valve to realize stable steering and special operations.
It achieves stable steering of the vehicle, reduces energy consumption, simplifies electronic control, improves safety and ease of operation, and meets off-road needs.
Smart Images
Figure CN223355697U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to a differential stepless steering mechanism of an all-terrain vehicle without a front wheel guide mechanism. Background Art
[0002] According to the current international situation and the development trend of new things, there is a great demand for light-duty special all-terrain six-wheel or eight-wheel vehicles with a deadweight of 1 to 2 tons. This type of vehicle can be equipped with certain equipment according to vehicle needs to form special vehicles with different functions. At present, there are three types of steering mechanisms for this type of vehicle. The first is differential brake steering. When turning left, the vehicle can turn left by braking the left differential output end, and turn right otherwise. This structure makes the vehicle steering extremely unstable while driving and has poor driving performance at high speeds. The second is the oil pump oil motor steering mechanism. By controlling the flow of the left and right oil motors, the left and right stepless steering function is realized. The driving steering is smooth and the left and right wheels can be reversed. However, the power needs to be increased by 30-35% when using it. The third is that the generator and electric motor implement differential stepless steering through an electronic controller. This method has smooth driving and steering, but the electronic control is complex, the voltage must be higher than 36V, the current is relatively high, the overall price is relatively high, and it is not very safe in rainy days. Utility Model Content
[0003] In view of the deficiencies in the prior art, the utility model provides a differential stepless steering mechanism for an all-terrain vehicle without a front wheel guide mechanism, which has a simple and reasonable structure, can realize stepless speed steering, and has good reliability.
[0004] To achieve the above-mentioned objectives, the utility model provides a differential stepless steering mechanism for an all-terrain vehicle without a front wheel guide mechanism, including a differential, wherein wheels are connected to both sides of the differential through a transmission case, the transmission case is connected to a control oil circuit, the control oil circuits of the transmission cases on both sides of the differential are symmetrically arranged, a first pressure gauge is connected between the two control oil circuits, the control oil circuit includes a bidirectional variable pump, a first two-position two-way solenoid valve, a two-position four-way solenoid valve, a second two-position two-way solenoid valve, a filter, a heat exchanger, a relief valve and an accumulator, the two output ends of the bidirectional variable pump are connected through the first two-position two-way solenoid valve, the two output ends of the bidirectional variable pump are also respectively connected to the two ports of the two-position four-way solenoid valve, the other two ports of the two-position four-way solenoid valve are connected with a filter, a heat exchanger, a relief valve and a second two-position two-way solenoid valve, the accumulator is connected between the filter and the heat exchanger, and a second pressure gauge is connected between the second two-position two-way solenoid valve and the two-position four-way solenoid valve.
[0005] The beneficial effect of this arrangement is that, with this arrangement, the gearbox outputting the differential to the left and right wheels drives the two-way variable oil pumps on both sides to operate simultaneously. When driving in a straight line, the two-way variable oil pumps on both sides are seated at the same time, but the output oil flow is zero, that is, the two-way variable oil pump has no load; when turning left, the steering wheel turns left, and the left two-way variable oil pump is controlled to deflect with the steering wheel, corresponding to the oil pump flow from zero to large, and the hydraulic oil generates a pressure within the adjustment range through the overflow valve, so that a certain main force is generated on the left side of the differential, so that the left wheel slows down, and the flow of the right two-way variable oil pump is zero, and the speed of the output shaft on the right side of the differential is accelerated, the vehicle turns left, and vice versa when turning right, the steering wheel rotation angle corresponds to the flow of the two-way variable oil pump, which can make the driver of the vehicle obtain the same driving experience as vehicles of the same type; further adopting a two-way variable oil pump, the oil circuit It is a closed oil circuit. When reversing, the two-way variable oil pump reverses and changes the inlet and outlet of the oil pump through the two-position four-way solenoid valve, thereby completing the above-mentioned steering or straight-driving operations in the reversing situation; further, the first two-position two-way solenoid valve is normally closed. When the first two-position two-way solenoid valve is actuated, the wheels are in a non-rotating state. When energized, the oil circuit is connected. At this time, the oil outlet and oil inlet of the two-way variable oil pump are connected, and the steering wheel can be turned conveniently, and the operation is easier, and the direction operation can be achieved without starting the vehicle. When the first two-position two-way solenoid valve is in a power-off state, the inlet and outlet of the two-way variable oil pump are separated, and normal operation and driving are achieved; further, the second two-position two-way solenoid valve is normally open. When energized, the oil circuit will be disconnected, and the overflow valve will not work, so that one wheel is in a locked state. At this time, the other side can be operated to rotate, realizing a U-turn on the spot or passing through some special terrains to meet off-road requirements.
[0006] As a further configuration of the present invention, the accumulator is further connected to a hand pump.
[0007] The beneficial effects of such an arrangement are: such an arrangement facilitates manual pre-adjustment of the pressure of the accumulator and facilitates pressure replenishment; at the same time, it has a simple structure, convenient operation, and good use effect.
[0008] As a further configuration of the present invention, at least three wheels are respectively provided on both sides of the differential.
[0009] The beneficial effects of such an arrangement are: such an arrangement improves the stability of the structure in use, so that it has better mountain travel ability; at the same time, the structure is simple, easy to implement, and has good use effect. BRIEF DESCRIPTION OF THE DRAWINGS
[0010] Figure 1 This is a schematic diagram of the layout structure of an embodiment of the present utility model. DETAILED DESCRIPTION
[0011] The utility model provides an embodiment of a differential stepless steering mechanism for an all-terrain vehicle without a front wheel guide mechanism, such as Figure 1 As shown, it includes a differential 1, and the two sides of the differential 1 are respectively connected to wheels 8 through a transmission box 2, and the transmission box 2 is connected to a control oil circuit. The control oil circuits of the transmission boxes 2 on both sides of the differential 1 are symmetrically arranged, and a first pressure gauge 5 is connected between the two control oil circuits. The control oil circuit includes a two-way variable pump 3, a first two-position two-way solenoid valve 31, a two-position four-way solenoid valve 32, a second two-position two-way solenoid valve 42, a filter 41, a heat exchanger 44, a relief valve 43 and an accumulator 4, and the two-way variable pump 3 is connected to the first two-position two-way solenoid valve 31, a two-position four-way solenoid valve 32, a second two-position two-way solenoid valve 42, a filter 41, a heat exchanger 44, a relief valve 43 and an accumulator 4. The two output ends are connected through a first two-position two-way solenoid valve 31. The two output ends of the bidirectional variable pump 3 are also respectively connected to the two ports of the two-position four-way solenoid valve 32. The other two ports of the two-position four-way solenoid valve 32 are connected with a filter 41, a heat exchanger 44, a relief valve 43 and a second two-position two-way solenoid valve 42. The accumulator 4 is connected between the filter 41 and the heat exchanger 44. A second pressure gauge 6 is connected between the second two-position two-way solenoid valve 42 and the two-position four-way solenoid valve 32. When the vehicle is turning left, the steering wheel turns left, and the left two-way variable oil pump 3 is controlled to follow the steering deflection of the steering wheel, and the oil pump flow rate increases from zero to large, and the hydraulic oil generates a pressure within the adjustment range through the relief valve 43, so that the left side of the differential 1 generates a certain main force, which slows down the left wheel, and the flow rate of the right two-way variable oil pump 3 is zero, which accelerates the speed of the right output shaft of the differential 1, and the vehicle turns left. Conversely, when turning right, the steering wheel rotation angle corresponds to the flow rate of the two-way variable oil pump 3, which can make the driving experience of the vehicle equivalent to that of the same type of vehicle. Further, the two-way variable oil pump 3 is used, and the oil circuit is closed. When the vehicle is reversing, the two-way variable oil pump 3 is reversed and the two-position four-way solenoid valve 32 is used to change the oil inlet and outlet of the oil pump, thereby completing the above-mentioned steering or straight-line operation in the reversing situation; further, the first two-position two-way solenoid valve 31 is a normally closed type. When the first two-position two-way solenoid valve 31 is in an action, the wheel is in a non-rotating state. When the power is turned on, the oil circuit is connected. At this time, the oil outlet and the oil inlet of the two-way variable oil pump 3 are connected, and the steering wheel can be turned conveniently, and the operation is easier, and the direction operation can be achieved without starting the vehicle. When the first two-position two-way solenoid valve 31 is in a power-off state, that is, the oil inlet and outlet of the two-way variable oil pump 3 are separated, and normal operation and driving are achieved; further, the second two-position two-way solenoid valve 32 is a normally open type. When power is turned on, the oil circuit will be disconnected, and the overflow valve 43 will not work, so that one wheel is in a locked state. At this time, the other side can be operated to rotate, realizing a U-turn on the spot or passing through some special terrains to meet off-road requirements.
[0012] As a further configuration of this embodiment, the accumulator is further connected to a hand pump 7. This configuration has the beneficial effect of facilitating manual pre-adjustment of the accumulator pressure and pressure replenishment, while having a simple structure, convenient operation, and good use effect.
[0013] As a further configuration of this embodiment, four wheels 8 are respectively provided on both sides of the differential 1. This configuration has the beneficial effect of improving the stability of the structure and making it have better mountain travel capability. At the same time, the structure is simple, easy to implement, and has good performance.
[0014] The above example is only one preferred specific example of the present invention. Common changes and substitutions made by those skilled in the art within the scope of the technical solution of the present invention are all included in the protection scope of the present invention.
Claims
1. A differential continuously variable steering mechanism for an all-terrain vehicle without a front wheel steering mechanism, comprising a differential, with wheels connected to both sides of the differential via a transmission case, characterized in that: The transmission case is connected to a control oil circuit, and the control oil circuits of the transmission cases on both sides of the differential are symmetrically arranged, and a first pressure gauge is connected between the two control oil circuits. The control oil circuit includes a bidirectional variable pump, a first two-position two-way solenoid valve, a two-position four-way solenoid valve, a second two-position two-way solenoid valve, a filter, a heat exchanger, a relief valve and an accumulator. The two output ends of the bidirectional variable pump are connected through the first two-position two-way solenoid valve, and the two output ends of the bidirectional variable pump are also respectively connected to the two ports of the two-position four-way solenoid valve, and the other two ports of the two-position four-way solenoid valve are connected with a filter, a heat exchanger, a relief valve and a second two-position two-way solenoid valve, and the accumulator is connected between the filter and the heat exchanger, and a second pressure gauge is connected between the second two-position two-way solenoid valve and the two-position four-way solenoid valve.
2. The differential continuously variable steering mechanism for an all-terrain vehicle without a front wheel steering mechanism according to claim 1, characterized in that: The accumulator is also connected to a hand pump.
3. The differential continuously variable steering mechanism for an all-terrain vehicle without a front wheel steering mechanism according to claim 1, characterized in that: At least three wheels are respectively arranged on both sides of the differential.