An independent dual-control steering system for unmanned vehicles

Abstract

This application discloses an independent dual-control steering system for an unmanned vehicle, comprising: a shock-absorbing suspension module, including an upper control arm, a lower control arm, and a gas spring, wherein its virtual kingpin axis is spatially offset from the steering axis at a 5-10° angle; a motor steering module, including a servo drive motor, a harmonic reducer, an output shaft, and a steering cup, wherein one end of the output shaft is drivenly connected to the harmonic reducer, and the other end is drivenly connected to the upper control arm via a ball joint, for realizing electric adjustment of the wheel camber angle; and a hydraulic steering module, including a double-outlet hydraulic cylinder and an adjustable connecting rod, forming a dual-degree-of-freedom hinge structure through a ten-way lug plate; the motor steering module and the hydraulic steering module achieve power switching through an electromagnetic clutch. Through the mechanical coupling of the electromechanical-hydraulic dual power sources and the three-dimensional decoupling design of the suspension system, high-precision steering and high-reliability operation are achieved.

Description

Technical Field

[0001] This utility model relates to the field of steering devices for unmanned vehicles, specifically to an independent dual-control steering system for unmanned vehicles. Background Technology

[0002] With the widespread application of unmanned vehicles in unstructured scenarios such as logistics transportation, security inspection, and geological exploration, the technical challenges faced by their steering systems are becoming increasingly prominent. Traditional unmanned vehicle steering systems mostly adopt a single hydraulic drive architecture, relying on a single-acting cylinder push-pull rod structure to achieve steering actions. This design exposes multiple technical bottlenecks when operating in complex terrain. From a structural design perspective, traditional single-acting cylinders can only provide driving force in one direction, and the return stroke relies on a return spring or the weight of the wheel, resulting in discontinuous torque output during steering. When the vehicle travels on uneven surfaces, the vertical impact on the wheels is directly transmitted to the cylinder through the tie rod, causing eccentric wear between the piston rod and the cylinder body, which in turn leads to hydraulic oil leakage.

[0003] The traditional steering system CN222329817U discloses a dual-acting steering system for aerial work platforms. While this solution demonstrates structural strength advantages in heavy-duty equipment, it reveals the following technical flaws when applied to unstructured scenarios requiring high precision and reliability, such as unmanned vehicles: It relies on a single hydraulic power source, and when hydraulic oil leaks, cylinder seals age, or connecting rods break, the steering function completely fails. Furthermore, the existing technology's articulated structure between the steering axle and the 10-gauge does not decouple the vertical movement of the suspension. When the unmanned vehicle travels on uneven surfaces, the vertical impact on the wheels is transmitted to the dual-acting cylinder through the steering axle, causing eccentric wear between the piston rod and the cylinder body. Simultaneously, the vertical movement of the suspension forces the steering mechanism to move, creating "coupling interference." Utility Model Content

[0004] This invention aims to provide an independent dual-control steering system for unmanned vehicles, which achieves high-precision steering and high-reliability operation through the mechanical coupling of electromechanical-hydraulic dual power sources and the three-dimensional decoupling design of the suspension system.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] An independent dual-control steering system for an unmanned vehicle includes: a shock-absorbing suspension module comprising an upper control arm, a lower control arm, and a gas spring, wherein its virtual kingpin axis is spatially offset from the steering axis at a 5-10° angle; a motor steering module comprising a servo drive motor, a harmonic reducer, an output shaft, and a steering cup, wherein one end of the output shaft is drivenly connected to the harmonic reducer, and the other end is drivenly connected to the upper control arm via a ball joint, for realizing electric adjustment of the wheel camber angle; and a hydraulic steering module comprising a double-outlet hydraulic cylinder and an adjustable connecting rod, forming a dual-degree-of-freedom hinge structure through a ten-way lug plate; the motor steering module and the hydraulic steering module achieve power switching through an electromagnetic clutch.

[0007] The working principle and beneficial effects of this utility model:

[0008] The mounting points of the upper and lower control arms form a virtual kingpin axis, which is spatially out of sync with the steering axis at a 5-10° angle. When the wheels move up and down due to terrain undulations, the double control arms swing around the frame hinge point, and the air springs absorb vibration energy through compression / extension. The spatial movement of the virtual kingpin axis is decoupled from the steering axis, preventing the vertical displacement of the suspension from being directly converted into steering angle deviation.

[0009] The servo drive motor, after being reduced in speed and increased in torque by a harmonic reducer, drives the output shaft to rotate. One end of the output shaft is connected to the harmonic reducer, and the other end is connected to the upper control arm via a ball joint, which in turn drives the steering cup to adjust the wheel camber. When a pressure difference is generated between the oil chambers on both sides of the dual-rod hydraulic cylinder, the piston rod pushes the adjustable connecting rod to move. The connecting rod transmits the steering force to the steering mechanism through a double-degree-of-freedom hinge structure of a ten-piece lug, realizing hydraulic drive steering. The power transmission between the motor steering module and the hydraulic steering module is switched via an electromagnetic clutch. When one channel fails, it automatically switches to the other channel to maintain the steering function.

[0010] Preferably, the upper and lower ends of the steering cup of the motor steering module are connected to the upper and lower control arms respectively via ball joints. The output shaft axis forms a 5-10° angle with the vertical direction. The servo drive motor drives the output shaft through a harmonic reducer to achieve steering precision control. The upper and lower ends of the steering cup are connected to the upper and lower control arms respectively via ball joints, forming a swingable hinge structure. After the servo drive motor starts, it drives the output shaft to rotate through the harmonic reducer. The output shaft axis forms a 5-10° angle with the vertical direction, so that the steering force transmission direction forms a spatial angle with the wheel axis. This angle design, combined with the range of motion of the ball joint, enables a wide range of wheel camber adjustment.

[0011] Preferably, the mounting points of the upper and lower control arms of the shock absorber suspension module form a virtual kingpin axis, which spatially intersects with the steering axis. When the wheels bounce up and down due to terrain, the double control arms swing around the frame hinge point, and the virtual kingpin axis moves spatially accordingly. However, since it is not parallel to the steering axis, the vertical displacement of the suspension will not be directly converted into a steering angle. The lower end of the gas spring is connected to the lower control arm, and the upper end is fixed to the frame. It absorbs vibration energy through a built-in two-stage damping valve (hard surface mode / soft surface mode), further isolating the interference of suspension movement on steering.

[0012] Preferably, the threaded sleeve is provided with a locking nut with anti-loosening teeth on its outer side. During vehicle operation, even if subjected to bumps and vibrations, the engagement of the anti-loosening teeth can prevent relative rotation between the locking nut and the threaded sleeve, ensuring that the connecting rod length remains in the adjusted state.

[0013] Preferably, the motor steering module and the hydraulic steering module establish a signal link through a dual-channel redundant control module based on a CAN bus.

[0014] Preferably, the steering accuracy control accuracy is ±0.5°.

[0015] Preferably, the assembly also includes a hub with a hexagonal engagement recess in the center, which, in conjunction with the spindle pin and hexagonal connector, enables quick assembly and disassembly. The hexagonal engagement recess in the center of the hub precisely engages with the hexagonal cylindrical end of the spindle pin. The hexagonal connector is inserted from the outside of the hub, with its inner hexagonal boss embedded in the hexagonal engagement recess, and its outer side secured by a lock nut. For assembly and disassembly, simply loosen the lock nut and pull out the hexagonal connector to separate the hub from the spindle. Attached Figure Description

[0016] Figure 1 A schematic diagram of an independent dual-control steering system for an unmanned vehicle;

[0017] Figure 2 This is a schematic diagram of a motor-driven steering structure;

[0018] Figure 3 This is a schematic diagram of the hinged structure of a hydraulic cylinder;

[0019] Figure 4 This is a schematic diagram of a double forklift structure.

[0020] The reference numerals in the accompanying drawings include: steering cup 01, harmonic reducer 011, servo drive motor 012, output shaft 013, ball hinge 014, ball hinge connector 015, hexagonal connector 017, double-outlet hydraulic cylinder 02, ten-way ear plate 03, connecting rod 04, threaded sleeve 041, ten-way ear plate 05, gas spring 06, steering fixing component 07, spherical bearing 071, double-ear hinge seat 010a, upper control arm 08, wheel hub 09, lower control arm 010. Detailed Implementation

[0021] The following detailed description of the implementation method further illustrates the autonomous vehicle's independent dual-control steering system.

[0022] In the following statements, directional terms such as "left," "right," "up," and "down" are based on the directions shown in the diagram. In practice, if the corresponding structures are changed in the same direction based on the direction while maintaining their relative positions, it will not affect the implementation of the plan.

[0023] Example: An independent dual-control steering system for an unmanned vehicle, such as Figures 1-4 As shown, the system includes: a shock absorber suspension module comprising an upper control arm 08, a lower control arm 010, and a gas spring 06, with its virtual kingpin axis arranged in a 5-10° spatially opposite configuration to the steering axis; a motor steering module comprising a servo drive motor 012, a harmonic reducer 011, an output shaft 013, and a steering cup 01, with one end of the output shaft 013 connected to the harmonic reducer 011 and the other end connected to the upper control arm 08 via a ball joint 015, used for electric adjustment of the wheel camber angle; and a hydraulic steering module comprising a double-outlet hydraulic cylinder 02 and an adjustable connecting rod 04, forming a dual-degree-of-freedom hinge structure via a ten-eighths plate 03; the motor steering module and the hydraulic steering module achieve power switching via an electromagnetic clutch. It also includes a steering fixing component 07, with the double-outlet hydraulic cylinder fixed to a through hole on the steering fixing component via a trunnion. The lower end of the gas spring 06 is connected to the middle of the lower control arm 010 via a double-ear hinge seat 010a, and the upper end is fixed to the frame via a spherical bearing 071.

[0024] The mounting points of the upper control arm 08 and the lower control arm 010 form a virtual kingpin axis, which is spatially out of sync with the steering axis at a 5-10° angle. When the wheels move up and down due to terrain undulations, the double control arms swing around the frame hinge point, and the gas spring 06 absorbs vibration energy through compression / extension. The spatial movement of the virtual kingpin axis is decoupled from the steering axis, preventing the vertical displacement of the suspension from being directly converted into steering angle deviation.

[0025] The servo drive motor 012, after being reduced in speed and increased in torque by the harmonic reducer 011, drives the output shaft 013 to rotate. One end of the output shaft 013 is connected to the harmonic reducer 011, and the other end is connected to the upper swing arm 08 through the ball joint 015, which drives the steering cup 01 to adjust the wheel camber angle. When a pressure difference is generated between the oil chambers on both sides of the double-rod hydraulic cylinder 02, the piston rod pushes the adjustable connecting rod 04 to move. The connecting rod 04 transmits the steering force to the steering mechanism through the double-degree-of-freedom hinge structure of the ten-way ear plate 03, realizing hydraulic drive steering. The power transmission between the motor steering module and the hydraulic steering module is switched by an electromagnetic clutch. When one channel fails, it automatically switches to the other channel to maintain the steering function.

[0026] Specifically, the upper and lower ends of the steering cup 01 of the motor steering module are connected to the upper control arm 08 and the lower control arm 010 respectively via ball joints 014. The axis of the output shaft 013 forms a 5-10° angle with the vertical direction. The servo drive motor 012 drives the output shaft 013 through a harmonic reducer 011 to achieve steering precision control. The upper and lower ends of the steering cup 01 are connected to the upper control arm 08 and the lower control arm 010 respectively via ball joints 014, forming a swingable hinge structure. After the servo drive motor 012 starts, it drives the output shaft 013 to rotate via the harmonic reducer 011. The axis of the output shaft 013 forms a 5-10° angle with the vertical direction, so that the direction of steering force transmission forms a spatial angle with the wheel axis. This angle design, combined with the range of motion of the ball joint 014, enables a wide range of wheel camber adjustment.

[0027] Furthermore, the mounting points of the upper control arm 08 and lower control arm 010 in the shock absorber suspension module form a virtual kingpin axis, which spatially intersects with the steering axis. When the wheels bounce up and down due to terrain, the double control arms swing around the frame hinge point, and the virtual kingpin axis moves accordingly. However, because it is not parallel to the steering axis, the vertical displacement of the suspension is not directly converted into a steering angle. The lower end of the gas spring 06 is connected to the lower control arm 010, and the upper end is fixed to the frame. It absorbs vibration energy through a built-in two-stage damping valve (hard surface mode / soft surface mode), further isolating the interference of suspension movement on steering.

[0028] It also includes a locking nut with anti-loosening teeth on the outside of the threaded sleeve 041. During vehicle operation, even if subjected to bumps and vibrations, the engagement of the anti-loosening teeth can prevent relative rotation between the locking nut and the threaded sleeve 041, ensuring that the length of the connecting rod 04 remains in the adjusted state.

[0029] Even better, it includes a hub 09 with a hexagonal engagement recess in the center, which, together with the spindle pin and hexagonal connector 017, enables quick assembly and disassembly. The hexagonal engagement recess in the center of the hub 09 precisely engages with the hexagonal cylindrical end of the spindle pin. The hexagonal connector 017 is inserted from the outside of the hub 09, with its inner hexagonal boss embedded in the hexagonal engagement recess, and secured on the outside by a lock nut. For assembly and disassembly, simply loosen the lock nut and pull out the hexagonal connector 017 to separate the hub 09 from the spindle.

[0030] All standard parts used in this utility model can be purchased from the market, and irregular parts can be customized according to the description and drawings. The specific connection methods of each part adopt conventional methods such as screws, rivets, and welding that are mature in the prior art. The machinery, parts and equipment adopt conventional models in the prior art, and the circuit connection adopts conventional connection methods in the prior art, which will not be described in detail here.

Claims

1. An independent dual-control steering system for an unmanned vehicle, characterized in that, include: The shock absorber suspension module includes an upper control arm, a lower control arm, and a gas spring. Its virtual kingpin axis and steering axis are spatially opposite in a 5-10° arrangement. The motor steering module includes a servo drive motor, a harmonic reducer, an output shaft, and a steering cup. One end of the output shaft is connected to the harmonic reducer, and the other end is connected to the upper control arm via a ball joint, which is used to realize the electric adjustment of the wheel camber angle. The hydraulic steering module includes a double-outlet hydraulic cylinder and an adjustable connecting rod, which form a two-degree-of-freedom hinge structure through a ten-eighths plate. The motor steering module and the hydraulic steering module realize power switching through an electromagnetic clutch.

2. The unmanned vehicle independent dual-control steering system according to claim 1, characterized in that: The upper and lower ends of the steering cup of the motor steering module are connected to the upper and lower swing arms respectively through ball joints. The output shaft axis forms an angle of 5-10° with the vertical direction. The servo drive motor drives the output shaft through a harmonic reducer to achieve steering accuracy control.

3. The unmanned vehicle independent dual-control steering system according to claim 2, characterized in that: The hydraulic steering module has adjustable connecting rods symmetrically arranged on both sides of the dual-outlet hydraulic cylinder. The length of the adjustable connecting rods is adjusted by threaded sleeves.

4. The unmanned vehicle independent dual-control steering system according to claim 3, characterized in that: The mounting points of the upper and lower control arms of the shock absorber suspension module form a virtual kingpin axis, which spatially intersects with the steering axis.

5. The unmanned vehicle independent dual-control steering system according to claim 4, characterized in that: The threaded sleeve is provided with a locking nut with anti-loosening teeth on the outside.

6. The unmanned vehicle independent dual-control steering system according to claim 5, characterized in that: The motor steering module and the hydraulic steering module establish a signal link through a dual-channel redundant control module based on a CAN bus.

7. The unmanned vehicle independent dual-control steering system according to claim 6, characterized in that: The steering precision control accuracy is ±0.5°.

8. The unmanned vehicle independent dual-control steering system according to claim 7, characterized in that: It also includes the wheel hub, which has a hexagonal engagement pit in the center, which, together with the spindle pin and hexagonal connector, enables quick assembly and disassembly.

Images