Universal split steering assist pump

Abstract

The utility model relates to steering assist pump technical field discloses a general split steering assist pump, including assist pump main part, the outer wall of assist pump main part has reserved oil discharge end and oil inlet end respectively, oil discharge end and oil inlet end are set up in an up and down mode, when the pipeline of second connecting pipe or third connecting pipe breaks down, hydraulic oil will produce the condition of leakage when passing through the broken pipeline, and the residual oil will impact the pressure sensor, at this moment, the impact pressure caused to the pressure sensor is different from usual, the pressure will be smaller, at this moment, the pressure sensor will transmit data to control chip, and control chip will control the solenoid valve on third connecting pipe to close, and hydraulic oil will enter the pipeline without breakdown through first connecting pipe, carries out temporary matching, can enhance system fault tolerance through this mode, avoids the steering complete failure due to single point failure.

Description

Technical Field

[0001] This utility model relates to the field of power steering pump technology, specifically to a universal split power steering pump. Background Technology

[0002] In the development of the automotive industry, the steering system, as a key component of vehicle control, directly affects driving safety and comfort. The power steering pump is the core component of the power steering system. Driven by power sources such as the engine, it converts mechanical energy into hydraulic energy to provide additional assistance to the steering system. When the vehicle is turning, the power steering pump can deliver high-pressure oil to the steering gear according to the steering needs, assisting the driver in completing the steering operation, greatly reducing the driver's physical labor intensity, and making steering operation easier and more flexible.

[0003] For example, a split-type power steering pump disclosed in announcement number CN218207043U includes a pump body with an open lower end and a cover for sealing the open end of the pump body, and also includes a flange; a socket is provided at the upper edge of the center hole of the flange, and a positioning protrusion is provided at the lower edge of the center hole of the flange; the cover is connected to the pump body by a number of internal hex bolts, and a plug is provided on the bottom surface of the cover to match the socket; a drive shaft is vertically arranged in the pump body, and the lower end of the drive shaft passes through the plug of the cover and extends to the center hole of the flange.

[0004] In the prior art, the power steering pump's drain pipe is continuously subjected to the impact and friction of the oil and the influence of the external environment during long-term operation. As wear intensifies, the structural integrity of the drain pipe is compromised, eventually leading to damage. When the drain pipe is damaged during vehicle operation, the power steering pump cannot properly deliver oil to the steering system, resulting in a significant decrease in steering assist. At this point, the driver needs to apply far more force than usual to turn the steering wheel, which not only greatly increases driver fatigue but also, in emergency situations such as suddenly avoiding obstacles, the driver may not have enough time to provide sufficient steering force to change the vehicle's direction in time, potentially leading to a collision. Therefore, those skilled in the art provide a universal split power steering pump to solve the problems mentioned in the background art. Utility Model Content

[0005] The purpose of this invention is to provide a universal split power steering pump to solve the problems mentioned in the background section of the prior art.

[0006] This utility model provides the following technical solution: a universal split power steering pump, including a power steering pump body, the outer wall of the power steering pump body is respectively reserved with an oil discharge end and an oil inlet end, the oil discharge end and the oil inlet end are arranged vertically, the end of the oil inlet end is fixedly connected to an oil inlet pipe connected to the outlet of an oil storage tank, the end of the oil discharge end is threaded with a liquid controller, and the end of the liquid controller away from the oil discharge end is provided with an adaptive adjustment mechanism for regulating the hydraulic pipeline.

[0007] Preferably, the adaptive adjustment mechanism includes a first connecting pipe, with a second connecting pipe and a third connecting pipe fixedly connected to the ends of the first connecting pipe respectively. The first connecting pipe is internally connected to the second and third connecting pipes. A solenoid valve for controlling the hydraulic fluid is installed on the outer wall of the second and third connecting pipes. An oil drain pipe connected to the steering gear oil inlet is fixedly connected to the end of the second and third connecting pipes away from the first connecting pipe. The oil drain pipe is internally connected to the second and third connecting pipes.

[0008] Preferably, a liquid separator is installed at the junction of the second connecting pipe, the third connecting pipe and the oil drain pipe. The liquid separator is used to control the oil inside the second connecting pipe and the third connecting pipe from entering the oil drain pipe. A pressure sensor for viewing the oil pressure is provided on the outer wall of the oil drain pipe on one side of the liquid separator.

[0009] Preferably, the outer walls of the second and third connecting pipes are fixedly connected to a fixing frame, and a connecting frame is fixedly connected to one side of the two fixing frames opposite to each other. A control chip is embedded at the center of the top of the connecting frame.

[0010] Preferably, a threaded sleeve is fixedly connected to the center of the end of the liquid controller away from the oil discharge end, and an external thread is provided at the other end of the first connecting pipe away from the solenoid valve. A threaded joint is provided between the first connecting pipe and the threaded sleeve, and the threaded joint is used to connect the first connecting pipe and the threaded sleeve.

[0011] Preferably, a transmission wheel is provided at the upper top of the booster pump body, and a transmission rod is fixedly connected at the center of the lower top of the transmission wheel. The end of the transmission rod away from the transmission wheel is fixedly connected to the rotor inside the booster pump body.

[0012] Preferably, both solenoid valves and pressure sensors are internally equipped with signal transmission modules, and the two solenoid valves and pressure sensors are connected to the control chip through the signal transmission modules.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] This invention incorporates an adaptive adjustment mechanism. When the second or third connecting pipe is damaged, hydraulic oil leaks through the damaged pipe, and the remaining oil impacts the pressure sensor. This impact pressure differs from the normal pressure, causing a decrease in pressure. The pressure sensor then transmits data to the control chip, which in turn closes the solenoid valve on the third connecting pipe. The hydraulic oil then flows through the first connecting pipe into the undamaged pipe for temporary matching. This method enhances the system's fault tolerance and prevents complete steering failure due to a single point of failure. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of a general-purpose split power steering pump;

[0016] Figure 2 A schematic diagram of a general-purpose split power steering pump that can be disassembled as a whole;

[0017] Figure 3 This is a schematic diagram of the liquid controller in a general-purpose split power steering pump;

[0018] Figure 4 This is a schematic diagram of the adaptive adjustment mechanism in a general-purpose split power steering pump.

[0019] Reference numerals in the attached drawings: 1. Power pump body; 2. Oil discharge end; 3. Oil inlet end; 4. Oil inlet pipe; 5. Adaptive adjustment mechanism; 51. First connecting pipe; 511. External thread; 52. Second connecting pipe; 53. Solenoid valve; 54. Third connecting pipe; 55. Fixing frame; 56. Connecting frame; 561. Control chip; 57. Oil discharge pipe; 58. Pressure sensor; 59. Liquid separator; 6. Drive wheel; 7. Drive rod; 8. Liquid controller; 81. Threaded sleeve; 82. Threaded connector. Detailed Implementation

[0020] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0021] Please see Figures 1-4 As shown, this utility model provides a technical solution: a universal split power steering pump, including a power steering pump body 1, with an oil discharge end 2 and an oil inlet end 3 respectively reserved on the outer wall of the power steering pump body 1. The oil discharge end 2 and the oil inlet end 3 are arranged vertically. The end of the oil inlet end 3 is fixedly connected to an oil inlet pipe 4 that is connected to the outlet of the oil storage tank. The end of the oil discharge end 2 is threadedly connected to a liquid controller 8. The end of the liquid controller 8 away from the oil discharge end 2 is provided with an adaptive adjustment mechanism 5 for regulating the hydraulic pipeline.

[0022] It should be noted that the oil inlet end 3 is fixedly connected to the oil inlet pipe 4 at the outlet of the oil tank, ensuring that the power steering pump can stably obtain oil from the oil tank, providing a basic power source for the power steering and ensuring the normal operation of the system. The oil outlet end 2 is threadedly connected to the fluid controller 8, which facilitates the installation and disassembly of the fluid controller 8, making it easy to maintain and replace later. At the same time, the fluid controller 8 can perform preliminary regulation of the discharged oil flow rate and pressure. The adaptive adjustment mechanism 5 set at the end of the fluid controller 8 away from the oil outlet end 2 can automatically adjust the hydraulic pipeline according to the actual steering needs and system operating conditions, and precisely adjust the oil pressure and flow rate, so that the power steering pump can flexibly adjust the amount of assistance according to different driving conditions.

[0023] As one implementation method in this embodiment, please refer to Figure 2 and Figure 4 As shown, the adaptive adjustment mechanism 5 includes a first connecting pipe 51, with a second connecting pipe 52 and a third connecting pipe 54 fixedly connected to the ends of the first connecting pipe 51. The first connecting pipe 51 communicates internally with the second connecting pipe 52 and the third connecting pipe 54. A solenoid valve 53 for controlling the hydraulic fluid is installed on the outer wall of the second connecting pipe 52 and the third connecting pipe 54. An oil drain pipe 57 connected to the steering gear oil inlet is fixedly connected to the end of the second connecting pipe 52 and the third connecting pipe 54 away from the first connecting pipe 51. The oil drain pipe 57 communicates internally with the second connecting pipe 52 and the third connecting pipe 54.

[0024] It should be noted that the first connecting pipe 51 is internally connected to the second connecting pipe 52 and the third connecting pipe 54 respectively, forming a smooth oil passage. This ensures that the oil can be smoothly transmitted between different pipes, providing a stable oil supply foundation for the power steering system. During vehicle steering, the solenoid valve 53 can flexibly adjust the oil flow and pressure through the second connecting pipe 52 and the third connecting pipe 54 according to real-time steering needs, enabling the power steering pump to respond quickly to driving operations and provide just the right amount of assistance. The ends of the second connecting pipe 52 and the third connecting pipe 54 away from the first connecting pipe 51 are fixedly connected to the drain pipe 57, and the drain pipe 57 is internally connected to both of them. This allows the regulated oil to be stably delivered to the steering gear inlet, ensuring that the steering gear receives oil with appropriate pressure and flow, thereby achieving precise steering.

[0025] As one implementation method in this embodiment, please refer to Figure 2 and Figure 4As shown, a liquid separator 59 is installed at the junction of the second connecting pipe 52, the third connecting pipe 54, and the oil drain pipe 57. The liquid separator 59 is used to control the oil inside the second connecting pipe 52 and the third connecting pipe 54 to enter the oil drain pipe 57. A pressure sensor 58 for viewing the oil pressure is set on the outer wall of the oil drain pipe 57 on one side of the liquid separator 59. Fixing brackets 55 are fixedly connected to the outer walls of the second connecting pipe 52 and the third connecting pipe 54. A connecting bracket 56 is fixedly connected to the opposite side of the two fixing brackets 55. A control chip 561 is embedded in the center of the top of the connecting bracket 56. Signal transmission modules are embedded inside the two solenoid valves 53 and the pressure sensor 58. The two solenoid valves 53 and the pressure sensor 58 are connected to the control chip 561 through the signal transmission modules.

[0026] It should be noted that the liquid separator 59 is installed at the junction of the second connecting pipe 52, the third connecting pipe 54, and the drain pipe 57. It can precisely control the flow of oil into the drain pipe 57, ensuring that the oil is distributed as needed, avoiding chaotic flow of oil, improving the stability and accuracy of the oil delivery in the power steering system, and providing a reliable oil supply to the steering gear. The pressure sensor 58 on the outer wall of the drain pipe 57 can monitor the oil pressure in real time, allowing the driver or the system to understand the oil status in a timely manner, which helps to detect potential problems in advance and ensure the normal operation of the power steering system. The two solenoid valves 53 and the signal transmission module embedded in the pressure sensor 58 realize the communication connection with the control chip 561, so that the control chip 561 can quickly and accurately control the solenoid valves 53 to adjust the oil flow and pressure based on the oil pressure information fed back by the pressure sensor 58. The model of the pressure sensor 58 can be PY206 (not specifically specified).

[0027] As one implementation method in this embodiment, please refer to Figure 2 and Figure 3 As shown, a threaded sleeve 81 is fixedly connected to the center of the end of the liquid controller 8 away from the oil discharge end 2. The other end of the first connecting pipe 51 away from the solenoid valve 53 is provided with an external thread 511. A threaded joint 82 is provided between the first connecting pipe 51 and the threaded sleeve 81. The threaded joint 82 is used to connect the first connecting pipe 51 and the threaded sleeve 81.

[0028] It should be noted that when the adaptive adjustment mechanism 5 or the liquid controller 8 needs to be repaired or replaced, disassembly and assembly can be completed simply by threading, saving a lot of time and labor costs.

[0029] As one implementation method in this embodiment, please refer to Figure 1 and Figure 2As shown, a transmission wheel 6 is provided at the top of the booster pump body 1, and a transmission rod 7 is fixedly connected at the center of the bottom of the transmission wheel 6. The end of the transmission rod 7 away from the transmission wheel 6 is fixedly connected to the rotor inside the booster pump body 1.

[0030] It should be noted that when the vehicle engine and other power units are running, power can be easily transmitted to the drive wheel 6 through transmission components such as belts and chains, thereby driving the power steering pump body 1 and ensuring the normal operation of the power steering system. The transmission rod 7 fixes the drive wheel 6 to the rotor inside the power steering pump body 1, which can efficiently transmit the power of the drive wheel 6 to the rotor, reduce the power loss in the transmission process, improve the working efficiency of the power steering pump body 1, and ensure that the rotor can operate at a suitable speed and torque, thereby providing stable and reliable power assistance to the steering system.

[0031] Working principle: The transmission wheel 6 at the top of the power steering pump body 1 is connected to an external power source. Power is transmitted to the rotor inside the power steering pump body 1 via the transmission rod 7, causing it to rotate. Oil is drawn from the oil tank through the oil inlet pipe 4 from the oil inlet end 3. After being pressurized by the power steering pump body 1, the oil enters the fluid controller 8 from the oil outlet end 2, and then flows into the adaptive adjustment mechanism 5. Under normal conditions, the oil is diverted through the first connecting pipe 51 to the second connecting pipe 52 or the third connecting pipe 54. After being regulated by the solenoid valve 53, it flows through the fluid separator 59 into the oil outlet pipe 57, and finally enters the steering gear inlet to provide power assistance. When the second connecting pipe 52 or the third connecting pipe 54 is damaged, hydraulic oil will leak through the damaged pipe. The remaining oil will impact the pressure sensor 58. As the impact pressure decreases, the pressure sensor 58 transmits the data through its internally embedded signal transmission module to the control chip 561 embedded at the top center of the connecting frame 56. After analyzing the data, the control chip 561 controls the solenoid valve 53 located on the damaged pipe (assuming it is the third connecting pipe 54) to close via the signal transmission module. Meanwhile, the solenoid valve 53 on the second connecting pipe 52 remains in normal condition. If it is not damaged, the hydraulic oil enters the undamaged second connecting pipe 52 through the first connecting pipe 51, and then enters the steering gear through the liquid separator 59 and the drain pipe 57 for temporary matching assistance. This method enhances the system's fault tolerance, avoids complete steering failure due to a single point of failure, and ensures the stable operation of the power steering system and driving safety.

[0032] The above embodiments are only used to illustrate the technical solution of this utility model, and are not intended to limit it.

Claims

1. A universal split-type power steering pump, comprising a power steering pump body (1), characterized in that: The outer wall of the booster pump body (1) is reserved with an oil discharge end (2) and an oil inlet end (3). The oil discharge end (2) and the oil inlet end (3) are arranged vertically. The end of the oil inlet end (3) is fixedly connected to an oil inlet pipe (4) that is connected to the outlet of the oil storage tank. The end of the oil discharge end (2) is threaded with a liquid controller (8). The end of the liquid controller (8) away from the oil discharge end (2) is provided with an adaptive adjustment mechanism (5) for regulating the hydraulic pipeline.

2. A universal split-type power steering pump according to claim 1, characterized in that: The adaptive adjustment mechanism (5) includes a first connecting pipe (51), and a second connecting pipe (52) and a third connecting pipe (54) are fixedly connected to the ends of the first connecting pipe (51). The first connecting pipe (51) is internally connected to the second connecting pipe (52) and the third connecting pipe (54). A solenoid valve (53) for controlling the oil is installed on the outer wall of the second connecting pipe (52) and the third connecting pipe (54). An oil drain pipe (57) connected to the steering gear oil inlet is fixedly connected to the end of the second connecting pipe (52) and the third connecting pipe (54) away from the first connecting pipe (51). The oil drain pipe (57) is internally connected to the second connecting pipe (52) and the third connecting pipe (54).

3. A universal split-type power steering pump according to claim 2, characterized in that: A liquid separator (59) is installed at the junction of the second connecting pipe (52), the third connecting pipe (54) and the oil drain pipe (57). The liquid separator (59) is used to control the oil inside the second connecting pipe (52) and the third connecting pipe (54) to enter the oil drain pipe (57). A pressure sensor (58) for viewing the oil pressure is provided on the outer wall of the oil drain pipe (57) on one side of the liquid separator (59).

4. A universal split-type power steering pump according to claim 3, characterized in that: The outer walls of the second connecting pipe (52) and the third connecting pipe (54) are fixedly connected with a fixing bracket (55), and a connecting bracket (56) is fixedly connected to one side of the two fixing brackets (55). A control chip (561) is embedded at the center of the top of the connecting bracket (56).

5. A universal split-type power steering pump according to claim 3, characterized in that: The liquid controller (8) is fixedly connected to a threaded sleeve (81) at the center of one end away from the oil drain end (2). The other end of the first connecting pipe (51) away from the solenoid valve (53) is provided with an external thread (511). A threaded joint (82) is provided between the first connecting pipe (51) and the threaded sleeve (81). The threaded joint (82) is used to connect the first connecting pipe (51) and the threaded sleeve (81).

6. A universal split-type power steering pump according to claim 1, characterized in that: The upper top of the booster pump body (1) is provided with a transmission wheel (6), and a transmission rod (7) is fixedly connected to the center of the lower top of the transmission wheel (6). The end of the transmission rod (7) away from the transmission wheel (6) is fixedly connected to the rotor inside the booster pump body (1).

7. A universal split-type power steering pump according to claim 4, characterized in that: Both of the solenoid valves (53) and the pressure sensor (58) are equipped with signal transmission modules. The two solenoid valves (53) and the pressure sensor (58) are connected to the control chip (561) through the signal transmission modules.

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