Wheel aligning sensor working mechanism

Abstract

The utility model provides a wheel aligning sensor working mechanism, and relates to the technical field of automobile mechanical engineering, the wheel aligning sensor working mechanism comprises an axle base plate, an axle main pin and an angle sensor, the axle base plate is fixedly connected with the angle sensor, the angle sensor is fixedly connected with an angle sensor connecting rod through a sensing rotating shaft, and the main pin rotating shaft connecting rod is fixedly connected with a main pin rotating shaft; the angle sensor connecting rod and the main pin rotating shaft connecting rod are rotationally and movably connected with the distance adjusting rod, and a fixed height adjusting mechanism is arranged at at least one of the fixed connecting position of the angle sensor and the angle sensor connecting rod and the fixed connecting position of the main pin rotating shaft connecting rod and the main pin rotating shaft; the horizontal distance from the connecting position of the distance adjusting rod and the angle sensor connecting rod to the sensing rotating shaft is equal to the horizontal distance from the connecting position of the distance adjusting rod and the main pin rotating shaft connecting rod to the main pin rotating shaft. Through the distance adjusting rod and the fixed height adjusting mechanism, the vehicle structure with different vehicle axle main pin and vehicle axle base plate distances and different installation height differences are adapted.

Description

Technical Field

[0001] This application relates to the field of automotive mechanical engineering technology, and more specifically, to a wheel return sensor working mechanism. Background Technology

[0002] Wheel return sensors are used to monitor changes in the steering wheel angle in real time. By detecting the wheel's steering angle, the sensor provides feedback to the steering system after the vehicle completes a steering maneuver, enabling the system to adjust promptly and ensure automatic wheel return to center, thus guaranteeing the vehicle's stability while driving straight. Existing wheel angle sensors are typically mounted directly at the kingpin position of the axle; however, this location is compact and space-constrained, leaving little room for the sensor, especially for vehicles with small tires, where mounting the sensor can interfere with the wheel rim. To address these issues, existing technologies offer the following solutions:

[0003] (1) Chinese utility model patent with announcement number CN215205058U discloses an installation structure for a wheel steering angle sensor, a suspension support and a vehicle, including a universal joint coupling, which is detachably or non-detachably fixed on the steering knuckle of the axle; a sensor bracket, one end of which is connected to the suspension support and the other end extends above the universal joint coupling and is connected to the wheel steering angle sensor; the universal joint coupling is configured to rotate with the steering knuckle of the axle so that the wheel steering angle sensor can detect the rotation angle of the universal joint coupling, thereby detecting the steering angle of the wheel.

[0004] (2) Chinese utility model patent with announcement number CN214930071U discloses a vehicle steering axle wheel angle measuring device, including an angle sensor, a rotatable swing arm on the angle sensor, and also a bracket 1, a bracket 2 and a connecting rod. The angle sensor is mounted on the leaf spring pull plate of the steering drive axle through the bracket 1. One end of the swing arm is hinged to one end of the connecting rod, and the other end of the connecting rod is hinged to the bracket 2. The bracket 2 is fixed on the cross tie arm inside the wheel hub. The swing arm, the connecting rod, the bracket 2, and the virtual connection line between one end of the swing arm and one end of the bracket 2 form a parallelogram.

[0005] The angle sensor mounting structures proposed in the above schemes can all achieve the effect of shifting the installation position of the angle sensor, but they all impose specific requirements on the structure of the axle and cannot adjust the actual dimensional relationship, resulting in poor adaptability. Summary of the Invention

[0006] To address the aforementioned issues, this application employs a wheel alignment sensor working mechanism, comprising an axle pad, axle kingpin, kingpin shaft, and an angle sensor. It also includes an angle sensor connecting rod, a kingpin shaft connecting rod, and a distance adjustment rod. The angle sensor is fixedly connected to the axle pad. The angle sensor is fixedly connected to the angle sensor connecting rod via a sensing shaft. The kingpin shaft connecting rod is fixedly connected to the kingpin shaft. The angle sensor connecting rod and the kingpin shaft connecting rod are rotatably connected to the distance adjustment rod. At least one of the fixed connection positions of the angle sensor and the angle sensor connecting rod and the kingpin shaft connecting rod is provided with a fixed height adjustment mechanism. The horizontal distance from the connection position of the distance adjustment rod and the angle sensor connecting rod to the sensing shaft is equal to the horizontal distance from the connection position of the distance adjustment rod and the kingpin shaft connecting rod to the kingpin shaft.

[0007] Optionally, the kingpin shaft and the sensor shaft are both installed vertically, while the angle sensor link, the kingpin shaft link, and the distance adjustment rod are all installed horizontally.

[0008] Optionally, the angle sensor link and the kingpin shaft link have the same shape.

[0009] Optionally, the angle sensor link and the distance adjustment rod are rotatably connected based on a spherical bearing, the kingpin shaft link and the distance adjustment rod are rotatably connected based on a spherical bearing, the spherical bearing and the distance adjustment rod are connected by a thread, and the threads at both ends of the distance adjustment rod rotate in opposite directions.

[0010] Optionally, the position where the kingpin shaft and the kingpin shaft connecting rod are fixedly connected is provided with an oblong hole in the vertical direction, and the kingpin shaft connecting rod is provided with a hole with internal thread at the position corresponding to the oblong hole. The relative position of the kingpin shaft connecting rod and the kingpin shaft in the height direction is fixed by fastening screws.

[0011] Optionally, a sensing buffer chamber is provided above the angle sensor. The sensing shaft includes a lower sensing shaft section and a buffer sensing shaft section. The buffer sensing shaft section is fixedly connected to the top cover of the sensing buffer chamber. The top cover of the sensing buffer chamber and the top plate of the sensing buffer chamber form a vertical moving pair. An elastic buffer is provided between the top cover of the sensing buffer chamber and the bottom plate of the sensing buffer chamber. The buffer sensing shaft section and the lower sensing shaft section form a vertical moving pair through a slide groove and a slide rail.

[0012] Optionally, a kingpin buffer chamber is provided above the kingpin of the axle. The kingpin shaft includes a lower kingpin shaft section and a buffer kingpin shaft section. The buffer kingpin shaft section is fixedly connected to the top cover of the kingpin buffer chamber. The top cover of the kingpin buffer chamber and the top plate of the kingpin buffer chamber form a vertical moving pair. An elastic buffer is provided between the top cover of the kingpin buffer chamber and the bottom plate of the kingpin buffer chamber. The buffer kingpin shaft section and the lower kingpin shaft section form a vertical moving pair through a slide groove and a slide rail.

[0013] Optionally, the elastic cushioning element is made of nitrile rubber or neoprene rubber.

[0014] Optionally, the elastic buffers are evenly arranged around the central axis of the sensing shaft and the central axis of the kingpin shaft, respectively, and the elastic buffers are provided with honeycomb-shaped through holes in the vertical direction, and the honeycomb-shaped through holes are evenly distributed around the central axis of the elastic buffers.

[0015] Optionally, the ratio of the cross-sectional area of ​​the honeycomb through holes to the cross-sectional area of ​​the elastic buffer is 1:1-5.

[0016] The beneficial effects of the wheel return sensor working mechanism provided in this application are as follows:

[0017] (1) This application provides a wheel return sensor working mechanism, which transmits the rotational motion of the axle kingpin to the axle pad position through the angle sensor link, the kingpin shaft link and the distance adjustment rod. The horizontal distance from the connection position of the distance adjustment rod and the angle sensor link to the sensing shaft is equal to the horizontal distance from the connection position of the distance adjustment rod and the kingpin shaft link to the kingpin shaft, ensuring that the rotation angle remains unchanged during the transmission process. The distance adjustment rod is adapted to vehicle structures with different axle kingpin and axle pad distances. The angle sensor is not directly installed above the axle kingpin, but is installed away from the wheel to avoid occupying this space and interfering with the wheel rim. It is suitable for vehicles with small tires. The angle sensor is installed on the axle pad through a fixing plate, avoiding complicated operations such as welding the fixing plate to the axle.

[0018] (2) At least one of the fixed connection positions of the angle sensor and the angle sensor connecting rod and the fixed connection position of the main pin shaft connecting rod and the main pin shaft is provided with a fixed height adjustment mechanism to realize the adaptation installation for different heights and improve the adaptability to various types of vehicles. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0020] Figure 1 This is a schematic diagram of the installation of the wheel return sensor working mechanism provided in the embodiments of this application;

[0021] Figure 2 This is a front view of the wheel return sensor working mechanism provided in the embodiment of this application;

[0022] Figure 3 This is a top view of the wheel return sensor working mechanism provided in the embodiment of this application;

[0023] Figure 4This is an installation structure diagram of the sensing buffer chamber and the main pin buffer chamber provided in the embodiments of this application;

[0024] Figure 5 This is a three-dimensional schematic diagram of the sensing buffer chamber provided in the embodiments of this application;

[0025] Figure 6 This is a front view schematic diagram of the sensing buffer chamber provided in the embodiments of this application;

[0026] Figure 7 yes Figure 6 AA section view;

[0027] Figure 8 This is a schematic diagram of the sensor buffer chamber slide rail mating provided in the embodiments of this application;

[0028] Figure 9 This is a schematic diagram of the honeycomb-shaped through-hole distribution provided in the embodiments of this application;

[0029] Figure 10 This is a three-dimensional schematic diagram of the main pin buffer chamber provided in the embodiments of this application;

[0030] Figure 11 This is a side view of the main pin buffer compartment provided in an embodiment of this application;

[0031] Figure 12 yes Figure 11 BB section view;

[0032] Figure 13 This is a front view schematic diagram of the main pin buffer compartment provided in the embodiments of this application;

[0033] Figure 14 yes Figure 13 CC section view;

[0034] Figure 15 This is a partial schematic diagram of a telescopic distance adjustment rod provided in an embodiment of this application.

[0035] The following are the labeling elements in the figure:

[0036] 1-Axle pad; 2-Angle sensor mounting plate; 3-Angle sensor; 4-Axle; 5-Kingpin shaft; 6-Angle sensor connecting rod; 7-Kingpin shaft connecting rod; 8-Distance adjustment rod; 9-Sensing shaft; 10-Joint bearing; 11-Oval hole; 12-Sensing buffer chamber; 13-Lower sensing shaft section; 14-Buffer sensing shaft section; 15-Sensing buffer chamber top cover; 16-Sensing buffer chamber top plate; 17-Elastic buffer component; 18-Slide groove; 19-Slide rail; 20-Kingpin buffer chamber; 21-Lower kingpin shaft section; 22-Buffer kingpin shaft section; 23-Kingpin buffer chamber top cover; 24-Kingpin buffer chamber top plate; 25-Honeycomb through hole; 26-Sensor communication interface; 27-Inner rod; 28-Outer rod; 29-Locking nut. Detailed Implementation

[0037] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0038] like Figures 1-3 As shown, for clarity, except Figure 1 In addition, the following images all conceal axle 4 and axle master pin.

[0039] Figure 1 This application provides a schematic diagram of the installation of a wheel alignment sensor working mechanism, including an axle pad 1, an axle kingpin, a kingpin shaft 5, and an angle sensor 3. It also includes an angle sensor connecting rod 6, a kingpin shaft connecting rod 7, and a distance adjustment rod 8. The axle pad 1 is fixedly connected to the angle sensor 3. In this embodiment, the axle pad 1 is fixedly connected to the angle sensor 3 via an angle sensor fixing plate 2. The angle sensor 3 is fixedly connected to the angle sensor connecting rod 6 via a sensing shaft 9. The kingpin shaft connecting rod 7 is fixedly connected to the kingpin shaft 5. The angle sensor connecting rod 6 and the kingpin shaft connecting rod 7 are rotatably connected to the distance adjustment rod 8. At least one of the fixed connection positions of the angle sensor 3 and the angle sensor connecting rod 6 and the kingpin shaft connecting rod 7 and the kingpin shaft 5 is provided with a fixed height adjustment mechanism. The horizontal distance from the connection position of the distance adjustment rod 8 and the angle sensor connecting rod 6 to the sensing shaft 9 is equal to the horizontal distance from the connection position of the distance adjustment rod 8 and the kingpin shaft connecting rod 7 to the kingpin shaft 5. The figure shows a sensor communication interface 26, which, as a possible implementation, can be replaced by a wireless signal transmission device.

[0040] The distance adjustment lever is used to adjust the distance between the connection position of the distance adjustment lever and the angle sensor linkage and the connection position of the distance adjustment lever and the main pin shaft linkage. As one possible implementation method, such as... Figure 15As shown, the distance adjustment rod is a two-section telescopic rod, comprising an inner rod 27 and an outer rod 28. The outer diameter of the inner rod 27 is clearance-fitted with the inner diameter of the outer rod 28. The end of the outer rod 28 opposite to the inner rod 27 is provided with a multi-lobed locking threaded head with external threads. A locking nut 29 with a variable-diameter internal thread is sleeved on the inner rod 27. The inner diameter of the locking nut 29 gradually decreases from the end facing the outer rod 28 to the end away from the outer rod 28. The locking nut 29 engages with the locking threaded head. After the locking nut 29 is screwed into the locking threaded head, the multi-lobed locking threaded head tightens inward under the pressure of the variable-diameter internal thread, fixing the relative position of the inner rod 27 and the outer rod 28.

[0041] The rotational motion of the axle kingpin is transmitted to the angle sensor 3 fixed at the axle pad 1 via the angle sensor link 6, kingpin shaft link 7, and distance adjustment rod 8. The horizontal distance from the connection point of the distance adjustment rod 8 and the angle sensor link 6 to the sensing shaft 9, and the horizontal distance from the connection point of the distance adjustment rod 8 and the kingpin shaft link 7 to the kingpin shaft 5, ensure that the rotation angle remains constant during transmission. The distance adjustment rod 8 adapts to vehicle structures with different axle kingpin and axle pad 1 distances. The angle sensor 3 is not directly installed above the axle kingpin but is installed away from the wheel to avoid occupying space and interfering with the wheel rim, making it suitable for vehicles with small tires. The angle sensor 3 is mounted on the axle pad 1 via the angle sensor mounting plate 2, avoiding the complex operation of welding the angle sensor mounting plate 2 to the axle. At least one of the fixed connection points of the angle sensor 3 and the angle sensor link 6, and the kingpin shaft link 7 and the kingpin shaft 5, is equipped with a fixed height adjustment mechanism to achieve adaptable installation for different heights and improve adaptability to various types of vehicles.

[0042] To clearly demonstrate the connection between the kingpin shaft 5 and the kingpin shaft connecting rod 7, and the connection between the sensing shaft 9 and the angle sensor connecting rod 6, the two fixed connection points are located at... Figure 1 Part of the main pin shaft connecting rod 7 and the angle sensor connecting rod 6 are hidden.

[0043] In another embodiment of this application, such as Figures 1-3As shown, the main pin shaft 5 and the sensing shaft 9 are both vertically mounted, while the angle sensor link 6, the main pin shaft link 7, and the distance adjustment rod 8 are all horizontally mounted. The vertical mounting of the main pin shaft 5 and the sensing shaft 9, with their axes aligned with the direction of gravity, minimizes the bending moment caused by gravity when the shafts rotate, thus improving their rotational accuracy and stability, and consequently enhancing the detection accuracy of the angle sensor 3. To complement the vertically mounted main pin shaft 5 and the sensing shaft 9, the angle sensor link 6, the main pin shaft link 7, and the distance adjustment rod 8 are all horizontally mounted, ensuring perpendicular alignment with each shaft and accurate conversion of motion angles. The linkage mechanism formed by the horizontally mounted link and the vertically mounted shaft avoids shaft offset or jamming caused by lateral forces, guaranteeing smooth shaft rotation and accurate angle measurement.

[0044] In another embodiment of this application, such as Figures 1-3 As shown, the angle sensor link 6 and the kingpin shaft link 7 have the same shape. Using identical angle sensor link 6 and kingpin shaft link 7 ensures that both sides of the link have the same dimensions, and also improves the versatility of the equipment and components, allowing for the use of the same processing technology, further enhancing the structural accuracy of the wheel return sensor mechanism.

[0045] In another embodiment of this application, such as Figures 1-3 As shown, the angle sensor connecting rod 6 and the distance adjustment rod 8 are rotatably connected based on the spherical bearing 10, and the kingpin shaft connecting rod 7 and the distance adjustment rod 8 are also rotatably connected based on the spherical bearing 10. The spherical bearing 10 and the distance adjustment rod 8 are connected by threads, and the threads at both ends of the distance adjustment rod 8 rotate in opposite directions. The spherical bearing 10 is provided with a connecting section with internal threads, which mate with the external threads provided at both ends of the distance adjustment rod.

[0046] As a feasible implementation method, this embodiment uses the rotation of the distance adjustment rod 8 to reduce or increase the length of the side where the distance adjustment rod 8 is located, thereby adjusting the installation error and adapting to vehicle structures with different axle kingpin and axle pad 1 distances. The threads at both ends of the distance adjustment rod 8 rotate in opposite directions, so when the distance adjustment rod 8 is rotated in one direction, it simultaneously enters or leaves the joint bearings 10 on both sides. The joint bearings 10 can rotate within a certain angle, which can eliminate manufacturing and assembly errors. In this embodiment, the tilt angle of the joint bearings is required to not exceed 15°.

[0047] In another embodiment of this application, such as Figures 1-3 As shown, the main pin shaft 5 and the main pin shaft connecting rod 7 are fixedly connected by a waist-shaped hole 11 in the vertical direction, and the relative position of the main pin shaft connecting rod 7 and the main pin shaft 5 in the height direction is fixed by fastening screws.

[0048] As a feasible fixed height adjustment mechanism, the technical solution adopted in this embodiment is to set an oblong hole 11 in the vertical direction at the fixed connection position between the main pin shaft 5 and the main pin shaft connecting rod 7. The fastening screw passes through the hole on the main pin shaft connecting rod 7 and abuts against the oblong hole 11. The main pin shaft connecting rod 7 has a hole corresponding to the position of the oblong hole 11. An internal thread is set in the hole of the main pin shaft connecting rod 7 to fix the lateral position of the fastening screw. The fastening screw passes into the oblong hole 11 and pushes the main pin shaft 5 against the inner wall of the main pin shaft connecting rod 7 to complete the fixation. In order to further improve the friction, a rubber friction surface can be added to the contact surface between the fastening screw and the oblong hole 11 and the contact surface between the main pin shaft 5 and the main pin shaft connecting rod 7.

[0049] In another embodiment of this application, such as Figures 4-8 As shown, a sensing buffer chamber 12 is provided above the angle sensor 3. The sensing shaft 9 includes a lower sensing shaft section 13 and a buffer sensing shaft section 14. The buffer sensing shaft section 14 is fixedly connected to the top cover 15 of the sensing buffer chamber. The top cover 15 and the top plate 16 of the sensing buffer chamber form a vertical sliding pair. An elastic buffer member 11 is provided between the top cover 15 and the bottom plate 16 of the sensing buffer chamber. The buffer sensing shaft section 14 and the lower sensing shaft section 13 form a vertical sliding pair through a sliding groove 18 and a sliding rail 19. The upper and lower surfaces of the elastic buffer member 11 abut against the top cover 15 and the bottom plate of the sensing buffer chamber 12, respectively.

[0050] The top cover 15 and the top plate 16 of the sensing buffer chamber form a vertical sliding pair. Therefore, the top plate 16 restricts the movement direction of the top cover 15, allowing it to only move vertically, thus achieving single-direction buffering. In the special case where the diameter of the top cover 15 is equal to the horizontal inner diameter of the sensing buffer chamber 12 (actually a clearance fit, not completely equal), the top plate 16 is essentially the upper surface of the side wall of the sensing buffer chamber 12. In this case, the top cover 15 can move up and down over a longer distance. When the diameter of the top cover 15 is smaller than the inner diameter of the sensing buffer chamber 12 (ignoring the dimensional difference of the clearance fit), the vertical movement range of the top cover 15 is limited to the area where it intersects with the top plate 16 in the lateral direction. Beyond this range, the top plate 16 can no longer restrict the lateral displacement of the top cover 15.

[0051] The buffering capacity (contraction length of the elastic buffer) of the sensing buffer chamber 12 is also limited by the distance between the angle sensor linkage 6 and the top cover 15 of the sensing buffer chamber, which can be referenced to the distance without the sensing buffer chamber. Figure 2 The vertical distance between the angle sensor link 6 and the upper surface of the angle sensor 3 is set.

[0052] The angle sensor 3 and the axle kingpin are directly subjected to the vibration during vehicle operation. On the one hand, this vibration will significantly reduce the service life of each link in the wheel return sensor working mechanism. On the other hand, this vibration will affect the detection accuracy of the angle sensor 3. Therefore, a sensing buffer chamber 12 is provided in this embodiment.

[0053] When the angle sensor 3 vibrates first, it transmits the vibration to the lower sensing shaft section 13 and the bottom plate of the sensing buffer chamber. The bottom plate of the sensing buffer chamber transmits the vibration to the top cover 15 of the sensing buffer chamber after it is buffered by the elastic buffer member 17, thereby reducing the impact of the vibration on the angle sensor connecting rod 6.

[0054] When the angle sensor link 6 vibrates first, the angle sensor link 6 transmits the vibration to the buffer sensing shaft section 14. The buffer sensing shaft section 14 transmits the vibration to the bottom plate of the sensing buffer chamber after it is buffered by the elastic buffer 17. In the above process, the vertical vibration is not directly transmitted between the lower sensing shaft section 13 and the buffer sensing shaft section 14.

[0055] Since horizontal vibration buffering can cause inaccurate measurements by angle sensor 3, this embodiment only buffers vertical vibrations, thereby protecting each component and extending its service life without affecting the measurement accuracy of angle sensor 3.

[0056] In another embodiment of this application, such as Figure 4 and Figures 10-14 As shown, a kingpin buffer chamber 20 is provided above the kingpin of the axle. The kingpin shaft 5 includes a lower kingpin shaft section 21 and a buffer kingpin shaft section 22. The buffer kingpin shaft section 22 is fixedly connected to the top cover 23 of the kingpin buffer chamber. The top cover 23 and the top plate 24 of the kingpin buffer chamber form a vertical sliding pair. An elastic buffer member 17 is provided between the top cover 23 and the bottom plate of the kingpin buffer chamber. The buffer kingpin shaft section 22 and the lower kingpin shaft section 21 form a vertical sliding pair through a slide groove 18 and a slide rail 19. The upper and lower surfaces of the elastic buffer member 17 abut against the top cover 23 and the bottom plate of the kingpin buffer chamber 20, respectively. The working principle of the kingpin buffer chamber 20 is the same as that of the sensing buffer chamber 12. Compared with the structure without a kingpin buffer chamber, the kingpin buffer chamber 20 utilizes the original space without adding extra height.

[0057] Similar to the case of the sensing buffer chamber 12, the buffering capacity (the retracted length of the elastic buffer) of the kingpin buffer chamber 20 is also limited by the distance between the kingpin shaft connecting rod 7 and the top cover 15 of the sensing buffer chamber. This distance can be referenced to the case without a sensing buffer chamber. Figure 2 The vertical distance between the angle sensor link 6 and the upper surface of the angle sensor 3 is set.

[0058] In another embodiment of this application, the elastic buffer 17 may be made of nitrile rubber or neoprene rubber. In actual use, grease or oil may be needed to lubricate the lower sensing shaft section 13 and the buffer sensing shaft section 14, as well as the lower kingpin shaft section 21 and the buffer kingpin shaft section 22. There is a possibility that the grease or oil may leak to the location of the elastic buffer 17. Therefore, in addition to having good elasticity and aging resistance, the elastic buffer 17 should also have good oil resistance. Both nitrile rubber and neoprene rubber have good oil resistance and are suitable for manufacturing the elastic buffer 17 involved in this application.

[0059] In another embodiment of this application, such as Figure 4 , Figure 7 , Figure 9 and Figure 12 As shown, the elastic buffers 17 are evenly arranged circumferentially around the central axis of the sensing shaft 9 and the central axis of the kingpin shaft 5, respectively. Although the sensing buffer chamber top cover 15 and the sensing buffer chamber top plate 16 form a sliding pair, and the kingpin buffer chamber top cover 23 and the kingpin buffer chamber top plate 24 form a sliding pair, due to manufacturing and installation errors, and considering that there is a clearance fit between each top cover and top plate, there is a possibility of tilting during the buffering process. In order to maintain the detection accuracy of the angle sensor 3, the elastic buffers 17 should be evenly arranged circumferentially around the central axis of the sensing shaft 9 and the central axis of the kingpin shaft, respectively, so as to avoid the sensing buffer chamber top cover 15 or the kingpin buffer chamber top cover 23 tilting during the buffering stroke.

[0060] The elastic buffer 17 is provided with honeycomb-shaped through holes 25 running vertically, and the honeycomb-shaped through holes 25 are evenly distributed around the central axis of the elastic buffer 17. In this application, "honeycomb-shaped through holes" means having dense openings, and does not limit the honeycomb-shaped through holes to strictly having a hexagonal network structure like a honeycomb; it only indicates that the hole shape of the honeycomb-shaped through holes 25 is hexagonal. The number, location, and opening size of the honeycomb-shaped through holes need to be evenly distributed around the central axis of the elastic buffer 17 to provide uniform pressure-bearing deformation capacity.

[0061] When subjected to external forces, the honeycomb core inside the honeycomb structure deforms and absorbs a large amount of energy, thus having a good buffering and energy absorption effect. Compared with the solid elastic buffer 17, it has a stronger buffering capacity.

[0062] In another embodiment of this application, such as Figure 4 and Figure 9As shown, the ratio of the cross-sectional area of ​​the honeycomb-shaped through-hole 25 to the cross-sectional area of ​​the elastic buffer 17 is 1:1-5. Here, the cross-sectional area of ​​the elastic buffer 17 does not include the cross-sectional area of ​​the honeycomb-shaped through-hole 25. The deformation amplitude of the elastic buffer 17 with the honeycomb-shaped through-hole 25 is higher than that of a solid elastic buffer 17. Since the kingpin shaft 5 is closer to the wheel, the vibration amplitude it experiences is usually higher than that experienced by the sensing shaft 9. Therefore, there will be a difference in the deformation amplitude of the elastic buffer 17 at these two locations. To prevent errors arising from the difference in deformation amplitude between the actual rotation angle of the kingpin shaft 5 and the rotation angle received by the angle sensor 3 due to the different deformation amplitudes of the elastic buffer 17 at the two locations, the cross-sectional area of ​​the honeycomb-shaped through-hole 25 should not exceed 100% of the cross-sectional area of ​​the elastic buffer 17. Simultaneously, to provide sufficient energy absorption and cushioning effect, the cross-sectional area of ​​the honeycomb-shaped through-hole 25 should not be less than 20% of the cross-sectional area of ​​the elastic buffer 17.

[0063] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A wheel alignment sensor operating mechanism comprising an axle pad, an axle kingpin, a kingpin pivot and an angle sensor, characterized by: It also includes an angle sensor link, a kingpin shaft link, and a distance adjustment rod. An angle sensor is fixedly connected to the axle pad. The angle sensor is fixedly connected to the angle sensor link via a sensing shaft. The kingpin shaft link is fixedly connected to the kingpin shaft. The angle sensor link and the kingpin shaft link are rotatably connected to the distance adjustment rod. At least one of the fixed connection positions of the angle sensor and the angle sensor link and the kingpin shaft link and the kingpin shaft link is provided with a fixed height adjustment mechanism. The horizontal distance from the connection position of the distance adjustment rod and the angle sensor link to the sensing shaft is equal to the horizontal distance from the connection position of the distance adjustment rod and the kingpin shaft link to the kingpin shaft.

2. The wheel alignment sensor operating mechanism according to claim 1, characterized by: Both the kingpin shaft and the sensing shaft are installed vertically, while the angle sensor link, the kingpin shaft link, and the distance adjustment rod are all installed horizontally.

3. The wheel alignment sensor operating mechanism according to claim 1, characterized by: The angle sensor connecting rod and the kingpin shaft connecting rod have the same shape.

4. The wheel alignment sensor operating mechanism according to claim 1, characterized by: The angle sensor link and the distance adjustment rod are rotatably connected by a spherical bearing, the kingpin shaft link and the distance adjustment rod are rotatably connected by a spherical bearing, the spherical bearing and the distance adjustment rod are connected by a thread, and the threads at both ends of the distance adjustment rod rotate in opposite directions.

5. The wheel alignment sensor operating mechanism according to claim 1, characterized by: The main pin shaft and the main pin shaft connecting rod are fixedly connected at a position with an oblong hole in the vertical direction. The main pin shaft connecting rod is provided with a hole with internal thread at the position corresponding to the oblong hole. The relative position of the main pin shaft connecting rod and the main pin shaft in the height direction is fixed by fastening screws.

6. The wheel alignment sensor operating mechanism according to claim 1, characterized by: A sensing buffer chamber is provided above the angle sensor. The sensing shaft includes a lower sensing shaft section and a buffer sensing shaft section. The buffer sensing shaft section is fixedly connected to the top cover of the sensing buffer chamber. The top cover of the sensing buffer chamber and the top plate of the sensing buffer chamber form a vertical moving pair. An elastic buffer is provided between the top cover of the sensing buffer chamber and the bottom plate of the sensing buffer chamber. The buffer sensing shaft section and the lower sensing shaft section form a vertical moving pair through a slide groove and a slide rail.

7. The wheel alignment sensor operating mechanism according to claim 1, characterized by: A kingpin buffer chamber is provided above the kingpin of the axle. The kingpin shaft includes a lower kingpin shaft section and a buffer kingpin shaft section. The buffer kingpin shaft section is fixedly connected to the top cover of the kingpin buffer chamber. The top cover of the kingpin buffer chamber and the top plate of the kingpin buffer chamber form a vertical moving pair. An elastic buffer element is provided between the top cover of the kingpin buffer chamber and the bottom plate of the kingpin buffer chamber. The buffer kingpin shaft section and the lower kingpin shaft section form a vertical moving pair through a slide groove and a slide rail.

8. The wheel alignment sensor operating mechanism according to any one of claims 6 or 7, characterized in that: The elastic buffer is made of nitrile rubber or neoprene rubber.

9. The wheel alignment sensor operating mechanism according to claim 8, characterized by: The elastic buffers are uniformly arranged circumferentially around the central axis of the sensing shaft and the central axis of the master pin shaft, respectively. The elastic buffers are provided with honeycomb-shaped through holes in the vertical direction, and the honeycomb-shaped through holes are uniformly distributed circumferentially around the central axis of the elastic buffers.

10. The wheel alignment sensor operating mechanism according to claim 9, characterized by: The ratio of the cross-sectional area of ​​the honeycomb-shaped through holes to the cross-sectional area of ​​the elastic buffer is 1:1-5.

Images