Full-vector drive-by-wire chassis steering device

Abstract

The utility model relates to the technical field of full-vector drive-by-wire chassis, in particular to a full-vector drive-by-wire chassis steering device. Comprising a dual-redundancy full-vector drive-by-wire steering gear and a dual-wishbone independent suspension mechanism, the dual-redundancy full-vector drive-by-wire steering gear comprises a steering gear body, the steering gear body is provided with a gear mechanism, a turbine worm mechanism, a rack mechanism and a rack output shaft tube, and the gear mechanism and the turbine worm mechanism are arranged in a parallel structure. The turbine worm mechanism comprises a turbine and a worm, and the gear mechanisms on the two sides are correspondingly connected with steering motors respectively; the double-wishbone independent suspension mechanism is of a bilateral symmetry structure and comprises an upper wishbone, a lower wishbone, a full vector steering knuckle, a shock absorber, a suspension parameter adjusting device, a balance rod and a steering knuckle arm. According to the utility model, the independent steering of each wheel at a low speed can be ensured, and the stability, the safety and the reliability of the vehicle during high-speed driving can also be ensured.

Description

TECHNICAL FIELD

[0001] The utility model relates to full vector line control chassis technical field especially belongs to a full vector line control chassis steering device. BACKGROUND

[0002] Traditional ackerman steering line control chassis steering system mainly takes line control direction machine as the main, under the action of line control direction machine, there is mechanical steering trapezium when vehicle completes wheel steering, guarantees the stability and reliability of high speed travel of vehicle.

[0003] The existing full vector line control chassis steering system can be mainly divided into two categories, the first kind is through steering mechanism to rotate the whole suspension, and the suspension drives the wheel to rotate to complete the steering action, the second kind is the kingpin steering form, the steering mechanism is arranged on the kingpin or indirectly arranged on the kingpin, and the wheel directly turns around the kingpin, although these steering systems can make the vehicle complete the steering mode such as U-turn and lateral movement, but since each wheel is in the completely decoupled state, there is no mechanical steering trapezium to mechanically constrain the two wheels on the same shaft, so the stability and safety reliability of high speed travel of vehicle cannot be guaranteed. SUMMARY

[0004] The utility model discloses a full vector line control chassis steering device, adopts double motor redundancy steering, and the double motor locking state can realize the ackerman steering of double motor redundancy of vehicle, guarantees the reliability and safety of high speed travel of vehicle, and under the double motor non-locking state, each wheel independent steering can realize the special steering mode such as U-turn and lateral movement of vehicle, so that the low speed independent steering of each wheel can be guaranteed, and the stability and safety reliability of high speed travel of vehicle can be guaranteed.

[0005] The utility model discloses a full vector line control chassis steering device, adopts double motor redundancy steering, and the double motor locking state can realize the ackerman steering of double motor redundancy of vehicle, guarantees the reliability and safety of high speed travel of vehicle, and under the double motor non-locking state, each wheel independent steering can realize the special steering mode such as U-turn and lateral movement of vehicle, so that the low speed independent steering of each wheel can be guaranteed, and the stability and safety reliability of high speed travel of vehicle can be guaranteed.

[0006] The dual-redundant full-vector steer-by-wire system includes a steering gear body, which is equipped with a gear mechanism, a worm gear mechanism, a rack mechanism, and a rack output shaft tube. The gear mechanism and the worm gear mechanism are arranged in parallel. The worm gear mechanism includes a worm and a worm. The gear mechanisms on both sides are respectively connected to steering motors. The gear mechanism includes a first bevel gear, a second bevel gear, and a third bevel gear. The first bevel gear meshes with the second bevel gear, and the second bevel gear meshes with the third bevel gear. The output shaft of the steering motor is connected to the first bevel gear on the same side. The second bevel gears of the gear mechanisms on both sides are connected by a mechanical locking device. The third bevel gear drives the worm to rotate, and the worm drives the worm to rotate. The rack mechanism includes a gear shaft and a rack. One end of the gear shaft, which is equipped with a gear, meshes with the rack. The rack slides in the rack output shaft tube. The other end of the gear shaft is connected to the worm. The two ends of the rack are respectively connected to steering tie rods.

[0007] The double wishbone independent suspension mechanism is a symmetrical structure, including an upper wishbone, a lower wishbone, a full-vector steering knuckle, a shock absorber, a suspension parameter adjustment device, a stabilizer bar, and a steering knuckle arm. The inner end of the upper wishbone is connected to the vehicle frame via a rubber bushing, and the inner end of the lower wishbone is connected to the vehicle frame via the suspension parameter adjustment device. The lower end of the shock absorber is connected to the lower wishbone, and the upper end of the shock absorber is connected to the vehicle frame. The two ends of the full-vector steering knuckle are connected to the upper wishbone and the lower wishbone, respectively. The full-vector steering knuckle is connected to the steering tie rod, and the steering tie rod is connected to the steering knuckle arm. The two ends of the stabilizer bar are connected to the lower wishbone on the left and right sides, respectively. The stabilizer bar is connected to the vehicle frame.

[0008] Furthermore, a rack position sensor is provided at the connecting end of the gear shaft to the turbine, and the rack position sensor is connected to the control circuit of the drive-by-wire chassis.

[0009] Furthermore, the rack has a semi-circular structure, and it slides horizontally left and right within the rack output shaft tube.

[0010] Furthermore, a stop is provided at the end of the rack. When the rack is completely inside the rack output shaft tube, the stop contacts the two outer ends of the rack output shaft tube. The stop is fixedly connected to the steering tie rod.

[0011] Furthermore, the rack output shaft tube has a built-in nylon sleeve.

[0012] Furthermore, the upper crossarm adopts an irregular structural design.

[0013] Furthermore, the two ends of the full-vector steering knuckle are connected to the outer ends of the upper and lower control arms respectively via ball joints; the steering tie rod is connected to the steering knuckle arm via a ball joint.

[0014] Furthermore, the two ends of the stabilizer bar are connected to the lower crossarms on both sides via ball joints, and the middle of the stabilizer bar is connected to the frame via an open rubber sleeve.

[0015] The utility model provides a kind of full vector line control chassis steering device, compared with traditional Ackerman steering line control chassis steering system, existing full vector line control chassis steering system, the technical pain point that the steering angle of traditional Ackerman steering line control chassis is limited, steering mode is single, and each wheel of existing full vector line control chassis is independently steered, and the problem that high-speed stable and safe operation is difficult to realize due to the absence of mechanical steering trapezium between wheels is solved.The utility model uses dual motor redundancy steering, realizes vehicle dual motor redundancy Ackerman steering when dual motor locking, guarantees the reliability and safety of vehicle high-speed travel;When dual motor is not locked, each wheel steering can be independently steered, can realize in-place steering, cross, etc. Special steering mode guarantees the flexibility of vehicle steering. Above all, the utility model has the positive effect that each wheel can be independently steered at low speed and the stability and safety and reliability of vehicle when high-speed travel can be guaranteed. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 It is structure schematic view of the utility model application embodiment;

[0017] Figure 2 It is double redundancy full vector line control steering machine external structure schematic view of the utility model;

[0018] Figure 3 It is double redundancy full vector line control steering machine internal structure schematic view of the utility model;

[0019] Figure 4 It is structure schematic view of gear mechanism connection relationship of the utility model;

[0020] Figure 5 It is structure schematic view of worm gear mechanism connecting rack mechanism of the utility model;

[0021] Figure 6 It is structure schematic view of rack mechanism of the utility model;

[0022] Figure 7 It is local assembly schematic view of rack output shaft pipe of the utility model;

[0023] Figure 8 It is axle side schematic view of double wishbone independent suspension mechanism of the utility model;

[0024] Figure 9 It is structure schematic view of suspension balance bar connection relationship of the utility model;

[0025] Figure 10 It is suspension parameter adjusting device mechanism schematic view of the utility model;

[0026] Figure 11 It is steering machine body schematic view of the utility model;

[0027] Figure 12 Structure diagram of the rack of the utility model;

[0028] Figure 13 Structure diagram of the upper transverse arm of the utility model. DETAILED DESCRIPTION

[0029] As Figures 1-13 shown, the full vector line control chassis steering device is mainly composed of a double-redundancy full vector line control steering engine 1 and a double wishbone independent suspension mechanism 2. The double-redundancy full vector line control steering engine 1 further comprises a steering engine body 1-4, a steering motor 1-1, a mechanical locking device 1-2, a gear mechanism 1-3, a worm gear mechanism 1-8, a rack mechanism 1-9, a rack position sensor 1-5, a rack output shaft tube 1-6 and a steering pull rod 1-7. The double wishbone independent suspension mechanism 2 further comprises an upper transverse arm 2-1, a lower transverse arm 2-2, a full vector steering knuckle 2-3, a shock absorber 2-4, a suspension parameter adjusting device 2-5, a balance bar 2-6 and a steering knuckle arm 2-7. Among them, the gear mechanism 1-3 and the worm gear mechanism 1-8 are arranged in a parallel structure, the gear mechanism 1-3 is fixed on the steering engine body 1-4, the worm gear mechanism 1-8 is connected with the steering engine body 1-4, and the steering motor 1-1 and the gear mechanism 1-3 on the same side are connected correspondingly. The specific connection relationship is as follows.

[0030] In the double-redundant full-vector steer-by-wire steering gear, two steering motors 1-1 are respectively fixed on the housings of each gear mechanism 1-3, and a first bevel gear 1-3-1, a second bevel gear 1-3-2 and a third bevel gear 1-3-3 are arranged inside the housing of each gear mechanism 1-3. The first bevel gear 1-3-1 is engaged with the second bevel gear 1-3-2, and the second bevel gear 1-3-2 is engaged with the third bevel gear 1-3-3. The output shaft of the steering motor 1-1 is connected to the first bevel gear 1-3-1 on the same side, and the second bevel gears 1-3-2 of the two gear mechanisms 1-3 are connected through a mechanical locking device 1-2. In the specific assembly, the gear mechanism 1-3 is fixed on the steering gear body 1-4 through the mounting hole 1-4-1. The third bevel gear 1-3-3 drives the worm gear mechanism 1-8 to rotate, and the worm gear mechanism 1-8 includes a worm 1-8-2 and a worm 1-8-1. The third bevel gear 1-3-3 drives the worm to rotate, and the rotation of the worm 1-8-1 drives the worm 1-8-2 to rotate. The worm 1-8-1 and the worm 1-8-2 are fixed on the steering gear body 1-4 through bearings to ensure the installation accuracy of the worm 1-8-1 and the worm 1-8-2. The two worm gear mechanisms 1-8 are respectively connected to two rack mechanisms 1-9. The rack mechanism 1-9 includes a gear shaft 1-9-2 and a rack 1-9-1. The end of the gear shaft 1-9-2 assembled with the gear is engaged with the rack 1-9-1, and the other end of the gear shaft 1-9-2 extends outward through the worm 1-8-2. A rack position sensor 1-5 is arranged at the outwardly extending end of the gear shaft 1-9-2. The rack position sensor 1-5 is connected to the control circuit of the wire control chassis, and the steering motor 1-1 is controlled by real-time feedback of the rack position. The rotation of the gear shaft 1-9-2 drives the rack 1-9-1 to move. When the mechanical locking device 1-2 is locked, the two racks 1-9-1 move synchronously and bidirectionally. When the mechanical locking device 1-2 is unlocked, the two racks 1-9-1 can move independently left and right.

[0031] In particular, the rack 1-9-1 is in a semicircular structure, and the rack 1-9-1 can slide left and right in the horizontal direction in the rack output shaft tube 1-6. In addition, a stop portion is arranged at the end of the rack 1-9-1. When the rack 1-9-1 is completely in the rack output shaft tube 1-6, the stop portion is in contact with the both ends of the rack output shaft tube 1-6. The stop portion is fixedly connected with the steering pull rod 1-7, and the rack output shaft tube 1-6 is fixedly connected with the steering gear body mounting hole 1-4-3 during assembly. In addition, the rack output shaft tube 1-6 is internally provided with a nylon sleeve 1-10. During movement, the rack 1-9-1 rubs against the nylon sleeve 1-10, which effectively reduces the wear and noise of the rack in the rack output shaft tube 1-6 and effectively ensures the coaxiality of the rack 1-9-1 during operation.

[0032] The double wishbone independent suspension mechanism 2 is a left-right symmetrical structure, the inner end of the upper wishbone 2-1 is connected with the vehicle frame through a rubber sleeve 2-10, the inner end of the lower wishbone 2-2 is connected with the vehicle frame through a suspension parameter adjusting device 2-5, the suspension parameter adjusting device 2-5 comprises an eccentric screw 2-5-2 and an adjusting support 2-5-1, the adjusting support 2-5-1 is connected with the vehicle frame, the eccentric screw 2-5-2 is connected with the rubber sleeve of the lower wishbone 2-2, the inner end of the lower wishbone 2-2 is driven to move inwards and outwards by rotating the eccentric screw 2-5-2, and the position of the inner end of the lower wishbone 2-2 is adjusted, the lower end of a shock absorber 2-4 is connected with the lower wishbone 2-2, the upper end of the shock absorber 2-4 is connected with the vehicle frame, the upper end and the lower end of a full-vector steering knuckle 2-3 are connected with the outer ends of the upper wishbone 2-1 and the lower wishbone 2-2 through ball head devices 2-9 respectively, the full-vector steering knuckle 2-3 is connected with a steering pull rod 1-7 of the double-redundancy full-vector steer-by-wire steering machine 1, the steering pull rod 1-7 is connected with a steering knuckle arm 2-7 through the ball head device 2-9, so that the requirements of independent suspension and steering are met during vehicle driving, and the two ends of a balance bar 2-6 are connected with the lower wishbones 2-2 on the left and right sides respectively, and the balance bar 2-6 is connected with the vehicle frame through an open rubber sleeve 2-8.

[0033] In the preferred embodiment of the utility model, the mechanical locking device 1-2 adopts a normally closed electromagnetic clutch 6525-0010. By controlling the locking and separation of the mechanical locking device 1-2, the synchronous or asynchronous working of the two second bevel gears 1-3-2 is controlled. When the mechanical locking device 1-2 is locked, the two second bevel gears 1-3-2 work synchronously, and the two steering motors 1-1 also work synchronously, which ensures the stability and safety of high-speed driving. When the mechanical locking device 1-2 is unlocked, the two steering motors 1-1 can work independently to complete four-wheel independent steering and low-speed special steering.

[0034] In the preferred embodiment of the utility model, the rack position sensor 1-5 records the number of rotations of the gear shaft 1-9-2, so that the position of the rack 1-9-1 can be recorded at any time. In this embodiment, the absolute position sensor of Brite BRT50 is adopted, which can ensure the accurate absolute position in case of accidental power failure.

[0035] In the preferred embodiment of the utility model, the upper wishbone 2-1 adopts a special-shaped design, the shock absorber 2-4 is placed in front, more space is reserved for wheel steering, and the suspension lever ratio is increased. In this embodiment, the suspension lever ratio is greater than 0.6, which effectively improves the load capacity of the vehicle.

[0036] In the preferred embodiment of the utility model, the two ends of the balance bar 2-6 are connected with the lower wishbones 2-2 on the left and right sides through ball head pull rods respectively, the middle of the balance bar 2-6 is connected with the vehicle frame through an open rubber sleeve 2-10, which effectively increases the roll stiffness of the suspension and improves the stability of vehicle driving.

[0037] The utility model discloses a better full vector line control chassis steering form can be realized, and the flexibility of full vector line control chassis low -speed travel and the stability and safety of high -speed travel are effectively guaranteed, below, through the description of the working principle of the utility model, the utility model is further explained.

[0038] The steering principle of the device is as follows. Two gear mechanisms 1-3 are connected in parallel through a mechanical locking device 1-2, and the third bevel gears 1-3-3 of the parallel gear mechanisms 1-3 are respectively connected to turbine worm mechanisms 1-8. When the vehicle is in a low-speed or stationary state, the mechanical locking device 1-2 is unlocked, the steering motor 1-1 controls each rack 1-9-1 to work through the gear mechanism 1-3 and the turbine worm mechanism 1-8, and independent steering of each wheel is completed. When the vehicle is in high-speed travel, the mechanical locking device 1-2 is locked, and the steering motor 1-1 is in a parallel double-redundancy working mode, simultaneously controlling the Ackerman steering of the wheels, to ensure the stability and safety of high-speed travel.

Claims

1. A full-vector drive-by-wire chassis steering device, characterized in that, This includes a dual-redundant full-vector steering system and a double wishbone independent suspension mechanism, among which, The dual-redundant full-vector steer-by-wire system includes a steering gear body, which is equipped with a gear mechanism, a worm gear mechanism, a rack mechanism, and a rack output shaft tube. The gear mechanism and the worm gear mechanism are arranged in parallel. The worm gear mechanism includes a worm and a worm. The gear mechanisms on both sides are respectively connected to steering motors. The gear mechanism includes a first bevel gear, a second bevel gear, and a third bevel gear. The first bevel gear meshes with the second bevel gear, and the second bevel gear meshes with the third bevel gear. The output shaft of the steering motor is connected to the first bevel gear on the same side. The second bevel gears of the gear mechanisms on both sides are connected by a mechanical locking device. The third bevel gear drives the worm to rotate, and the worm drives the worm to rotate. The rack mechanism includes a gear shaft and a rack. One end of the gear shaft, which is equipped with a gear, meshes with the rack. The rack slides in the rack output shaft tube. The other end of the gear shaft is connected to the worm. The two ends of the rack are respectively connected to steering tie rods. The double wishbone independent suspension mechanism is a symmetrical structure, including an upper wishbone, a lower wishbone, a full-vector steering knuckle, a shock absorber, a suspension parameter adjustment device, a stabilizer bar, and a steering knuckle arm. The inner end of the upper wishbone is connected to the vehicle frame via a rubber bushing, and the inner end of the lower wishbone is connected to the vehicle frame via the suspension parameter adjustment device. The lower end of the shock absorber is connected to the lower wishbone, and the upper end of the shock absorber is connected to the vehicle frame. The two ends of the full-vector steering knuckle are connected to the upper wishbone and the lower wishbone, respectively. The full-vector steering knuckle is connected to the steering tie rod, and the steering tie rod is connected to the steering knuckle arm. The two ends of the stabilizer bar are connected to the lower wishbone on the left and right sides, respectively. The stabilizer bar is connected to the vehicle frame.

2. The full-vector drive-by-wire chassis steering device according to claim 1, characterized in that, A rack position sensor is provided at the connecting end of the gear shaft to the turbine, and the rack position sensor is connected to the control circuit of the drive-by-wire chassis.

3. The full-vector drive-by-wire chassis steering device according to claim 2, further characterized in that, The rack has a semi-circular structure and slides horizontally left and right inside the rack output shaft tube.

4. The full-vector drive-by-wire chassis steering device according to claim 3, further characterized in that, A stop is provided at the end of the rack. When the rack is completely inside the rack output shaft tube, the stop contacts the two outer ends of the rack output shaft tube. The stop is fixedly connected to the steering tie rod.

5. The full-vector drive-by-wire chassis steering device according to claim 4, characterized in that, The rack output shaft tube has a built-in nylon sleeve.

6. The full-vector drive-by-wire chassis steering device according to claim 5, characterized in that, The two ends of the full-vector steering knuckle are connected to the outer ends of the upper and lower control arms respectively via ball joints; the steering tie rod is connected to the steering knuckle arm via a ball joint.

7. The full-vector drive-by-wire chassis steering device according to claim 6, characterized in that, The stabilizer bar is connected to the lower crossarms on both sides via ball joints at both ends, and to the frame via an open rubber sleeve in the middle.

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