Four-wheel steering mechanism

Abstract

The utility model provides a four-wheel steering mechanism which comprises a frame, a steering driving mechanism connected with the frame and used for providing steering driving force, and a steering driving mechanism connected with the frame and used for providing steering driving force. The steering control mechanism is connected with the steering driving mechanism; the Ackerman steering mechanism comprises a first steering mechanism and a second steering mechanism which are arranged on the frame; and the steering transmission mechanism comprises a first steering connecting rod of which one end is rotationally connected with the first steering mechanism, a second steering connecting rod of which one end is rotationally connected with the second steering mechanism, and a telescopic rod assembly which is rotationally connected with the other end of the first steering connecting rod and the other end of the second steering connecting rod. The four-wheel steering mechanism is simple in structure, the turning radius can be obviously reduced, meanwhile, steering can be dynamically adjusted according to the real-time road surface state, the four-wheel steering mechanism effectively adapts to various road surfaces, the maneuverability and flexibility of a vehicle in a brake closing space are improved, and therefore the rescue efficiency of the vehicle is effectively improved.

Description

Technical Field

[0001] The utility model relates to the field of mechanical structures, in particular to a four-wheel steering mechanism. Background Art

[0002] In modern urban rescue operations, vehicles are often required to perform emergency tasks in confined areas such as tunnels. However, the spatial constraints of these areas pose significant challenges to vehicle steering and maneuvering. Traditional vehicles primarily rely on front-wheel steering, which may be sufficient on open roads, but struggles in the narrow, winding environments of tunnels. Due to the limited turning radius, vehicles often struggle to steer quickly and accurately, which not only impacts rescue efficiency but can also lead to greater losses due to delays.

[0003] Despite continuous advancements in vehicle manufacturing technology, a breakthrough solution for steering in confined areas remains lacking. Existing vehicle steering systems, while optimized to some extent, remain insufficient in extremely narrow environments. Most of these systems fail to fully account for the dynamic steering requirements of specific scenarios like tunnels, resulting in insufficient flexibility and responsiveness in actual operation.

[0004] Specifically, the limitations of existing technologies are mainly reflected in the following aspects: first, the turning radius is still large, making it difficult to adapt to extremely narrow spaces; second, it lacks intelligent adjustment functions and cannot dynamically adjust the steering strategy according to the real-time environment; third, in some extreme cases, there may even be an embarrassing situation where steering is impossible, seriously affecting the smooth progress of rescue work. Utility Model Content

[0005] The present invention aims to overcome at least one defect of the above-mentioned prior art and provide a four-wheel steering mechanism for solving the problems of the prior art that vehicles are difficult to turn in narrow areas, lack steering flexibility, and are not quick enough to respond.

[0006] The technical solutions adopted by this utility model are as follows:

[0007] A four-wheel steering mechanism, comprising:

[0008] The frame, used to provide support;

[0009] A steering drive mechanism connected to the vehicle frame and configured to provide a driving force for steering;

[0010] a steering control mechanism connected to the steering drive mechanism and configured to convert the driving force into a swinging motion of the Ackerman steering mechanism;

[0011] The Ackerman steering mechanism includes a first steering mechanism and a second steering mechanism arranged on a vehicle frame, wherein the first steering mechanism is connected to the steering control mechanism, and both the first steering mechanism and the second steering mechanism satisfy the Ackerman steering principle; the first steering mechanism and the second steering mechanism are connected via a steering transmission mechanism.

[0012] Specifically, the steering transmission mechanism includes a first steering connecting rod having one end rotationally connected to the first steering mechanism, a second steering connecting rod having one end rotationally connected to the second steering mechanism, and a telescopic rod assembly rotationally connected to the other end of the first steering connecting rod and the other end of the second steering connecting rod.

[0013] In one embodiment, the first steering mechanism and the second steering mechanism have the same structure and are arranged in a mirror image on the vehicle frame.

[0014] In one embodiment, the first steering mechanism includes a cross bridge connected to the vehicle frame, wheel hub fixing frames provided at both ends of the cross bridge, two sets of steering knuckle arms respectively connected to the wheel hub fixing frames at both ends, and a knuckle arm long connecting rod rotatably connecting the two sets of steering knuckle arms; the wheel hub fixing frame at one end is connected to the steering control mechanism.

[0015] In one embodiment, the cross bridge is arranged in an axisymmetric arch structure.

[0016] In one embodiment, the first steering connecting rod is rotatably connected to the first wheel hub fixing frame on one side of the first steering mechanism through a first wheel hub connecting bracket; the second steering connecting rod is rotatably connected to the second wheel hub fixing frame on the other side of the second steering mechanism through a second wheel hub connecting bracket; wherein, the first wheel hub fixing frame and the second wheel hub fixing frame are in a diagonal relationship.

[0017] In one embodiment, the telescopic rod assembly includes a telescopic connecting rod, and a first steering block and a second steering block respectively arranged at both ends of the telescopic connecting rod, the first steering block is rotatably connected to the first steering connecting rod, and the second steering block is rotatably connected to the second steering connecting rod.

[0018] In one embodiment, the first steering connecting rod and the second steering connecting rod have the same length, and a ratio of the length of the first steering connecting rod to the length of the telescopic rod is in a range of 0.5 to 0.9.

[0019] In one embodiment, the first steering block and the second steering block have the same structure and are arranged in a triangular block.

[0020] In one embodiment, the steering control mechanism includes an active rocker connected to the output end of the steering drive mechanism, a rotation control link rotatably connected to the active rocker, and a transverse rocker rotatably connected to the rotation control link; the transverse rocker is rotatably connected to the first wheel hub connection bracket.

[0021] In one embodiment, the first wheel hub connecting bracket is arranged at the upper end of the first wheel hub fixing frame, and the steering knuckle arm is arranged at the lower end of the first wheel hub fixing frame.

[0022] Compared with the prior art, the beneficial effects of the present invention include at least:

[0023] The four-wheel steering mechanism of this technical solution is not only simple in structure, but also can significantly reduce the turning radius. At the same time, it can dynamically adjust the steering according to the real-time road conditions, effectively cope with various road conditions, improve the maneuverability and flexibility of the vehicle in the gate space, and thus effectively improve the rescue efficiency of the vehicle. Specifically, this technical solution uses a steering drive mechanism to drive the steering control mechanism to move, thereby providing power to the Ackerman steering mechanism, converting the driving force into the swing of the first steering mechanism. The two ends of the first steering mechanism and the two ends of the second steering mechanism are respectively connected to the wheels. Because the first steering mechanism and the second steering mechanism both meet the Ackerman steering principle, that is, the turning angle of the inner wheel is greater than that of the outer wheel, the vertical line of all the vehicle wheels can point to the center of the circle, making the vehicle's steering posture smoother and more stable. At the same time, this technical solution transmits the steering power of the first steering mechanism, i.e., the front wheels, to the second steering mechanism, i.e., the rear wheels, through the steering transmission mechanism. When the first steering mechanism swings, it drives the first steering connecting rod to move. The movement of the first steering connecting rod drives the telescopic rod assembly to expand and contract, and at the same time, the second steering connecting rod moves in the opposite direction, driving the movement of the second steering mechanism, thereby achieving four-wheel steering and effectively reducing the turning radius. In addition, by setting up a telescopic rod assembly, dynamic extension and contraction can be achieved during the steering process, which can adapt to the weight of the vehicle and different road conditions. The telescopic rod assembly effectively transmits the load, increases the strength, and ensures that the steering movement can be correctly and stably transmitted to the second steering mechanism, while also improving the service life of the device. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a structural schematic diagram of the four-wheel steering mechanism of the present utility model.

[0025] Figure 2 This is a schematic structural diagram of the first steering mechanism of the present invention.

[0026] Figure 3 It is a structural schematic diagram of the steering transmission mechanism of the present utility model.

[0027] Figure 4It is a structural schematic diagram of the steering drive mechanism and the steering control mechanism of the present invention.

[0028] Description of the drawings: frame 10, steering drive mechanism 20, steering control mechanism 30, active rocker 31, rotation control link 32, lateral rocker 33, link extension column 34, rocker rotating base 35, Ackerman steering mechanism 40, first steering mechanism 41, cross bridge 411, wheel hub fixing frame 412, steering knuckle arm 413, knuckle arm long link 414, first wheel hub connecting bracket 415, knuckle arm fixing column 416, second steering mechanism 42, steering transmission mechanism 50, first steering connecting rod 51, second steering connecting rod 52, telescopic rod assembly 53, telescopic link 531, first steering block 532, second steering block 533. DETAILED DESCRIPTION

[0029] The drawings in this utility model are for illustrative purposes only and are not to be construed as limiting the scope of this utility model. To better illustrate the following embodiments, some components in the drawings may be omitted, enlarged, or reduced in size, and do not represent the actual dimensions of the products. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted from the drawings.

[0030] Example 1

[0031] like Figure 1-Figure 4 A four-wheel steering mechanism shown includes:

[0032] a frame 10 for providing support;

[0033] A steering drive mechanism 20 connected to the vehicle frame 10 for providing a driving force for steering;

[0034] a steering control mechanism 30 connected to the steering drive mechanism 20 and configured to convert the driving force into a swinging motion of the Ackerman steering mechanism 40;

[0035] The Ackerman steering mechanism 40 includes a first steering mechanism 41 and a second steering mechanism 42 disposed on the vehicle frame 10. The first steering mechanism 41 is connected to the steering control mechanism 30, and both the first steering mechanism 41 and the second steering mechanism 42 comply with the Ackerman steering principle. The first steering mechanism 41 and the second steering mechanism 42 are connected via a steering transmission mechanism 50. Specifically, the steering transmission mechanism 50 includes a first steering connecting rod 51 having one end rotatably connected to the first steering mechanism 41, a second steering connecting rod 52 having one end rotatably connected to the second steering mechanism 42, and a telescopic rod assembly 53 rotatably connected to the other end of the first steering connecting rod 51 and the other end of the second steering connecting rod 52.

[0036] The four-wheel steering mechanism of this embodiment is not only simple in structure, but also can significantly reduce the turning radius. At the same time, it can dynamically adjust the steering according to the real-time road surface conditions, effectively cope with various road surfaces, and improve the maneuverability and flexibility of the vehicle in the gate-down space, thereby effectively improving the rescue efficiency of the vehicle. Specifically, this embodiment drives the steering control mechanism 30 to move through the steering drive mechanism 20, thereby providing power to the Ackerman steering mechanism 40, converting the driving force into the swing of the first steering mechanism 41. The two ends of the first steering mechanism 41 and the two ends of the second steering mechanism 42 are respectively connected to the wheels; because the first steering mechanism 41 and the second steering mechanism 42 both meet the Ackerman steering principle, that is, the turning angle of the inner wheel is greater than that of the outer wheel, the vertical lines of all the wheels of the vehicle can point to the center of the circle, making the steering posture of the vehicle smoother and more stable. At the same time, this embodiment transmits the steering power of the first steering mechanism 41, i.e., the front wheels, to the second steering mechanism 42, i.e., the rear wheels, via the steering transmission mechanism 50. When the first steering mechanism 41 swings, it drives the first steering connecting rod 51 to move. The movement of the first steering connecting rod 51 causes the telescopic rod assembly 53 to telescope, while simultaneously causing the second steering connecting rod 52 to move in the opposite direction, driving the second steering mechanism 42 to move, thereby achieving four-wheel steering and effectively reducing the turning radius. Furthermore, the provision of the telescopic rod assembly 53 enables dynamic telescoping during steering, adapting to the vehicle's weight and varying road conditions. The telescopic rod assembly 53 effectively transmits load, increases strength, and ensures that the steering motion is correctly and stably transmitted to the second steering mechanism 42, thereby extending the service life of the device.

[0037] In this embodiment, the first steering mechanism 41 and the second steering mechanism 42 have the same structure, which reduces the difficulty of workpiece processing and assembly, and the first steering mechanism 41 and the second steering mechanism 42 are mirror-imaged along the length direction of the frame 10, and the spacing distance between the first steering mechanism 41 and the second steering mechanism 42 is positively correlated with the length of the frame 10.

[0038] like Figure 2As shown, the first steering mechanism 41 of this embodiment includes a cross bridge 411 connected to the vehicle frame 10, wheel hub mounts 412 disposed at both ends of the cross bridge 411, two sets of steering knuckle arms 413 connected to the wheel hub mounts 412 at both ends, and a knuckle arm long link 414 rotatably connecting the two sets of steering knuckle arms 413. The wheel hub mount 412 at one end is connected to the steering control mechanism 30. This arrangement not only simplifies the structure and facilitates assembly, but also enables the first steering mechanism 41 to comply with the Ackermann steering principle. When the steering drive mechanism 20 drives the wheel hub mount 412 connected thereto to swing, the steering knuckle arm 413 connected to the corresponding wheel hub mount 412 swings, driving the knuckle arm long link 414 to move, thereby swinging the steering knuckle arm 413 at the other end, driving the wheel hub mount 412 at the other end to swing. This ensures that when the vehicle turns, there is a certain difference in the steering angle between the inner and outer wheels. This satisfies the Ackermann steering angle while ensuring steering stability and reducing tire wear.

[0039] Specifically, two sleeves are provided at both ends of the cross bridge 411 of this embodiment. Bearings are provided inside the sleeves to reduce friction and are used to connect with the hub fixing frame 412. The rotating shaft of the hub fixing frame 412 can rotate in the sleeves. The hub fixing frame 412 is provided with a hub positioning hole to facilitate the installation and disassembly of the tire.

[0040] The cross bridge 411 in this embodiment is arranged in an axisymmetric arch structure, and the axis of symmetry coincides with the axis of symmetry of the frame 10, thereby enhancing the strength of the cross bridge 411, improving the bending resistance, preventing fatigue damage, and extending the service life of the product.

[0041] like Figure 3 As shown, in this embodiment, the first steering connecting rod 51 is rotatably connected to the first hub mounting bracket on one side of the first steering mechanism 41 via a first hub mounting bracket 415. The first hub mounting bracket is connected to the steering control mechanism 30 via the first hub mounting bracket 415. The second steering connecting rod 52 is rotatably connected to the second hub mounting bracket on the other side of the second steering mechanism 42 via a second hub mounting bracket. The first hub mounting bracket and the second hub mounting bracket are diagonally fixed to each other. The first hub mounting bracket 415 and the second hub mounting bracket are respectively fixed to the upper ends of the first hub mounting bracket and the second hub mounting bracket via threads. When the first steering mechanism 41 turns, the first hub mounting bracket 415 rotates accordingly, driving the first steering connecting rod 51 to move forward and backward. This in turn drives the telescopic rod assembly 53 to extend and retract, driving the second steering connecting rod 52 to move forward and backward. Ultimately, this motion is transmitted to the second hub mounting bracket, driving the second steering mechanism 42 to turn.

[0042] The telescopic rod assembly 53 of this embodiment includes a telescopic link 531, and a first steering block 532 and a second steering block 533, respectively, disposed at both ends of the telescopic link 531. The first steering block 532 is rotationally connected to the first steering link 51, and the second steering block 533 is rotationally connected to the second steering link 52. Specifically, when the first steering mechanism 41 steers, the first hub connection bracket 415 rotates accordingly, thereby driving the first steering link 51 to move forward (or backward). At this time, the first steering block 532, which is connected to the first steering link 51, also rotates accordingly. This rotation further drives the telescopic link 531 to extend and retract, causing the second steering block 533 to rotate in the opposite direction of the first steering block 532, driving the second steering link 52 to move backward (or forward) in the opposite direction of the first steering link 51. Ultimately, the steering motion is transmitted to the second hub fixing frame via the first hub connection bracket 415, causing it to swing, driving the second steering mechanism 42 to steer, thereby completing the steering control of the rear wheels.

[0043] In this embodiment, the first steering connecting rod 51 and the second steering connecting rod 52 have the same length, and the ratio of the length of the first steering connecting rod 51 to the length of the telescopic rod is in the range of 0.5 to 0.9. This setting can effectively transmit the load and ensure that the steering movement can be correctly and stably transmitted to the second steering mechanism 42.

[0044] In this embodiment, the first steering block 532 and the second steering block 533 have the same structure and are arranged in a triangular block, which has higher strength and more stable rotational motion transmission, and is less likely to shake, further ensuring the reliability of the steering motion.

[0045] like Figure 4 As shown, the steering control mechanism 30 includes an active rocker 31 connected to the output end of the steering drive mechanism 20, a rotation control link 32 rotationally connected to the active rocker 31, and a transverse rocker 33 rotationally connected to the rotation control link 32. The transverse rocker 33 is rotationally connected to the first wheel hub connection bracket 415. Specifically, the transverse rocker 33 is connected to the rotation control link 32 via a link extension column 34, and the rotation control link 32 is also connected to the active rocker 31 via another link extension column 34. The active rocker 31 is fixed to a rocker rotating base 35. The output end of the steering drive mechanism 20 controls the rocker rotating base 35 to control the active rocker 31 to swing, thereby transmitting motion through the rotation control link 32 and the transverse rocker 33, ultimately controlling the wheel hub fixing frame 412 to swing, driving the first steering mechanism 41 to move, and completing the steering control of the front wheels.

[0046] In this embodiment, the first hub connection bracket 415 is disposed at the upper end of the first hub mounting bracket, and the steering knuckle arm 413 is disposed at the lower end of the first hub mounting bracket. In this embodiment, the first hub connection bracket 415 serves as the intermediate fulcrum connecting the transverse rocker 33 and the first steering connecting rod 51. Both of them share the same first hub connection bracket 415, saving assembly space, reducing the number of workpieces, and facilitating assembly. Furthermore, the first hub connection bracket 415 and the steering knuckle arm 413 are disposed at the upper and lower ends of the hub mounting bracket 412, respectively, thereby preventing interference between the two sets of motion and ensuring smooth transmission of steering motion.

[0047] Specifically, connecting end blocks are provided at the upper and lower ends of the rotating shaft of the wheel hub fixing frame 412. One end of the steering knuckle arm 413 is connected to the connecting end block at the lower end of the rotating shaft of the first wheel hub fixing frame, and the other end of the steering knuckle arm 413 is provided with a mounting hole for a knuckle arm fixing column 416. A bearing is provided in the mounting hole to reduce friction, and the knuckle arm is rotatably connected to the knuckle arm long connecting rod 414 through the knuckle arm fixing column 416.

[0048] The steering drive mechanism 20 of this embodiment is a drive motor, and the output end of the drive motor is connected to the rocker rotating base 35 .

[0049] The four-wheel steering mechanism in this embodiment significantly improves the vehicle's maneuverability and flexibility in confined environments. Compared to traditional front-wheel steering systems, the four-wheel steering system significantly reduces the vehicle's turning radius, allowing it to maneuver within extremely limited spaces. This is particularly true in narrow areas such as tunnels, where the vehicle can perform on-the-spot U-turns or complex steering maneuvers, enabling more efficient arrival at the rescue site and reducing delays caused by inflexible maneuvers.

[0050] Furthermore, this embodiment effectively improves the vehicle's steering precision and stability by optimizing the steering angle and steering mechanism design. This allows for optimal adjustment of the steering angles of the inner and outer tires during cornering, satisfying the Ackermann steering geometry principle. This design not only ensures vehicle stability in complex environments but also reduces tire wear and extends tire life.

[0051] This embodiment utilizes an advanced steering control mechanism 30, an Ackerman steering mechanism 40, and a steering transmission mechanism 50, utilizing a single motor to drive steering, thus reducing operational complexity. The steering control mechanism 30 converts the motor's rotational motion into wheel hub oscillation through an efficient transmission mechanism, resulting in a more sensitive and accurate steering response. This design simplifies the operational process, enabling operators to more easily navigate various complex environments and improving operational convenience and efficiency during rescue operations.

[0052] The four-wheel steering mechanism in this embodiment offers superior performance in confined spaces and on diverse road surfaces, enabling vehicles to reach incidents more quickly and accurately for emergency rescue. This highly efficient steering system not only shortens rescue time but also provides greater maneuverability at critical moments, significantly improving overall rescue efficiency and providing a strong foundation for urban emergency rescue efforts.

[0053] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the technical solution of the present invention, and are not intended to limit the specific implementation methods of the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the claims of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A four-wheel steering mechanism, characterized in that: include: The frame, used to provide support; A steering drive mechanism connected to the vehicle frame and configured to provide a driving force for steering; a steering control mechanism connected to the steering drive mechanism and configured to convert the driving force into a swinging motion of the Ackerman steering mechanism; The Ackerman steering mechanism includes a first steering mechanism and a second steering mechanism arranged on a vehicle frame, wherein the first steering mechanism is connected to the steering control mechanism, and both the first steering mechanism and the second steering mechanism satisfy the Ackerman steering principle; the first steering mechanism and the second steering mechanism are connected via a steering transmission mechanism.

2. The four-wheel steering mechanism according to claim 1, characterized in that: The steering transmission mechanism includes a first steering connecting rod having one end rotatably connected to the first steering mechanism, a second steering connecting rod having one end rotatably connected to the second steering mechanism, and a telescopic rod assembly rotatably connected to the other end of the first steering connecting rod and the other end of the second steering connecting rod; The first steering mechanism and the second steering mechanism have the same structure and are arranged on the vehicle frame in a mirror-image manner.

3. The four-wheel steering mechanism according to claim 2, characterized in that: The first steering mechanism includes a cross bridge connected to the vehicle frame, wheel hub fixing frames provided at both ends of the cross bridge, two sets of steering knuckle arms respectively connected to the wheel hub fixing frames at both ends, and a knuckle arm long connecting rod rotatably connecting the two sets of steering knuckle arms; the wheel hub fixing frame at one end is connected to the steering control mechanism.

4. The four-wheel steering mechanism according to claim 3, characterized in that: The cross bridge is arranged in an axisymmetric arch structure.

5. The four-wheel steering mechanism according to claim 3, characterized in that: The first steering connecting rod is rotatably connected to the first wheel hub fixing frame on one side of the first steering mechanism through the first wheel hub connecting bracket; the second steering connecting rod is rotatably connected to the second wheel hub fixing frame on the other side of the second steering mechanism through the second wheel hub connecting bracket; wherein, the first wheel hub fixing frame and the second wheel hub fixing frame are in a diagonal relationship.

6. The four-wheel steering mechanism according to any one of claims 2 to 5, characterized in that: The telescopic rod assembly includes a telescopic connecting rod, and a first steering block and a second steering block respectively arranged at both ends of the telescopic connecting rod. The first steering block is rotatably connected to the first steering connecting rod, and the second steering block is rotatably connected to the second steering connecting rod.

7. The four-wheel steering mechanism according to claim 6, characterized in that: The first steering connecting rod and the second steering connecting rod have the same length, and a ratio of the length of the first steering connecting rod to the length of the telescopic rod is in a range of 0.5 to 0.

9.

8. The four-wheel steering mechanism according to claim 6, characterized in that: The first steering block and the second steering block have the same structure and are arranged in a triangular block.

9. The four-wheel steering mechanism according to claim 5, characterized in that: The steering control mechanism includes an active rocker connected to the output end of the steering drive mechanism, a rotation control link rotatably connected to the active rocker, and a transverse rocker rotatably connected to the rotation control link; the transverse rocker is rotatably connected to the first wheel hub connection bracket.

10. The four-wheel steering mechanism according to claim 9, characterized in that: The first wheel hub connecting bracket is arranged at the upper end of the first wheel hub fixing frame, and the steering knuckle arm is arranged at the lower end of the first wheel hub fixing frame.

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