An angular module steering mechanism based on a crank rocker structure

Abstract

The application discloses a kind of angle module steering mechanism based on crank rocker structure, it is related to the technical field of automobile angle module, it includes: mounting bracket;Driver, driver is fixedly arranged on mounting bracket;Knuckle, knuckle is installed in the inside of wheel hub, steering arm and lower connecting seat are integrally formed on knuckle, steering arm is located in the middle part side of knuckle, lower connecting seat is located in the lower part of knuckle, knuckle is rotatably connected with kingpin by lower connecting seat;Crank rocker mechanism, one end of crank rocker mechanism is connected with driver, the other end is connected with knuckle;Steering arm and lower connecting seat are all in the space between the inside wall of wheel hub and mounting bracket, knuckle is thus configured as in the process of wheel 90 ° steering, crank rocker mechanism does not generate motion interference with wheel hub. Steering arm and lower connecting seat are adjusted to the inside of vehicle compared with traditional fuel vehicle, in the process of wheel 90 ° steering, crank rocker mechanism does not generate motion interference with wheel hub, realizes 90 ° big angle.

Description

Technical Field

[0001] This application relates to the field of automotive corner module technology, and in particular discloses a corner module steering mechanism based on a crank-rocker structure. Background Technology

[0002] Traditional automotive steering systems generally employ hydraulic power steering, which relies on complex hydraulic piping designs, occupies a large space, and poses risks such as oil leaks. At the same time, such systems have many mechanical transmission layers, and transmission gaps lead to delays in steering response and insufficient high-speed stability. Due to the layout of traditional steering structures, the maximum steering angle of the wheels is usually difficult to reach 90°, which cannot meet the needs of large-angle steering in certain special scenarios.

[0003] With the development of automotive intelligence and modularization, corner module technology has gradually become an important direction for solving the above problems. Corner modules integrate driving, steering and other functions into the space inside the wheel, which helps to improve the flexibility and control precision of vehicle chassis design. However, existing steering mechanisms still face problems such as motion interference and insufficient steering angle within the limited space of the corner module, so improvements are needed. Utility Model Content

[0004] The purpose of this application is to provide an angle module steering mechanism based on a crank-rocker structure.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: a corner module steering mechanism based on a crank-rocker structure, comprising: a mounting bracket; a driver, the driver being fixedly mounted on the mounting bracket; a steering knuckle, the steering knuckle being mounted on the inner side of the wheel hub, the steering knuckle having an integrally formed steering arm and a lower connecting seat, the steering arm being located on the middle side of the steering knuckle, the lower connecting seat being located at the lower part of the steering knuckle, the steering knuckle being rotatably connected to the kingpin through the lower connecting seat; a crank-rocker mechanism, one end of the crank-rocker mechanism being connected to the driver, and the other end being connected to the steering knuckle; the steering arm and the lower connecting seat are both located in the space between the inner sidewall of the wheel hub and the mounting bracket, thereby configuring the steering knuckle so that during a 90° turn of the wheel, the crank-rocker mechanism does not interfere with the wheel hub.

[0006] As a preferred embodiment, the steering knuckle is provided with a first connecting portion and a second connecting portion. The first connecting portion is connected to the wheel hub, and the second connecting portion protrudes from the inner sidewall of the wheel hub. The steering arm is formed on the middle side of the second connecting portion, and the lower connecting seat is formed on the lower part of the second connecting portion. The outer end of the steering arm is further away from the wheel hub than the lower connecting seat. During the 90° turning of the wheel, the crank rocker mechanism does not interfere with the movement of the wheel hub and the kingpin.

[0007] Further preferably, the upper part of the second connecting part is formed with an upper connecting seat, which is suitable for mounting a shock absorber. During the 90° turning of the wheel, the crank rocker mechanism does not interfere with the shock absorber.

[0008] As a preferred embodiment, the crank-rocker mechanism includes a crank, a first ball joint, a connecting rod, and a second ball joint. The crank has a first end and a second end, and a connector is provided on the first end. The crank is fixed to the output shaft of the driver through the connector. The first ball joint is fixedly disposed on the second end, and the second ball joint is fixedly disposed on the outer end of the steering arm. The connecting rod includes a first ball seat, a tie rod, and a second ball seat that are fixedly connected in sequence. The first ball seat and the first ball joint form a spherical joint connection, and the second ball seat and the second ball joint form a spherical joint connection.

[0009] As a preferred embodiment, the second end of the crank extends out of the mounting bracket, and the mounting bracket is provided with a first clearance recess. The first clearance recess and the length of the second end extending out are configured such that during a 90° turn of the wheel, neither the crank nor the connecting rod interferes with the mounting bracket.

[0010] More preferably, the mounting bracket has an L-shaped cross-section, the mounting bracket includes a horizontal portion and a vertical portion, the driver is fixedly disposed in the horizontal portion, and the first clearance recess is disposed in the vertical portion.

[0011] Further preferably, the second ball seat is provided with a second clearance recess, which is configured so that the connecting rod does not interfere with the steering arm during the wheel's 90° turning process.

[0012] As a preferred embodiment, the driver includes a drive motor and a reducer. The drive motor is fixed on the mounting bracket, and the reducer is adapted to the drive motor. The crank is fixed on the output shaft of the reducer through the connecting piece. When the drive motor is running, the torque is increased by the reducer and then output to the crank, thereby driving the crank to rotate.

[0013] In a further preferred embodiment, the drive motor is controlled by a steering motor controller. When the vehicle steering wheel is turned, the simulator sends a steering signal from the steering wheel to the steering motor controller, thereby controlling the operation of the drive motor.

[0014] As a preferred embodiment, the mounting bracket is fixed to the vehicle body by bolts.

[0015] Compared with the prior art, the beneficial effects of this application are as follows:

[0016] (1) This application uses a driver to directly drive the crank rocker mechanism to control the wheel steering, eliminating the complex hydraulic pipelines in the traditional hydraulic power steering system. This design is not only compact and saves space, but also fundamentally eliminates the risk of hydraulic oil leakage, making it more reliable.

[0017] (2) This application directly drives the crank rocker mechanism through the driver, and the crank rocker mechanism drives the steering knuckle to rotate. With fewer transmission levels, the transmission clearance is effectively reduced, the steering response speed and handling accuracy are improved, and the high-speed stability of the vehicle is improved.

[0018] (3) In this application, the steering arm is located on the middle side of the steering knuckle, and the lower connecting seat is located at the lower part of the steering knuckle. Both the steering arm and the lower connecting seat are located in the space between the inner wall of the wheel hub and the mounting bracket. Compared with the traditional fuel vehicle, it is adjusted to the inside of the vehicle. Through this design, the crank rocker mechanism does not interfere with the wheel hub during the 90° turning process, thus realizing the 90° large turning angle function. Attached Figure Description

[0019] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0020] Figure 2 This is a three-dimensional structural diagram of the present invention.

[0021] Figure 3 This is a side view of the present invention.

[0022] Figure 4 This is an exploded view of the connection between the crank-rocker mechanism and the steering knuckle of this utility model.

[0023] Figure 5 This is a three-dimensional structural diagram of the steering knuckle of this utility model.

[0024] Figure 6 This is a three-dimensional structural diagram of the steering knuckle of this utility model.

[0025] Figure 7 This is a three-dimensional structural diagram of the steering knuckle of this utility model.

[0026] Figure 8 This is a schematic diagram of the crank-rocker mechanism of this utility model.

[0027] Figure 9 This is a schematic diagram of the crank-rocker mechanism of this utility model.

[0028] Figure 10 This is a schematic diagram of the second ball seat structure of this utility model.

[0029] Figure 11 This is a three-dimensional structural diagram of the mounting bracket of this utility model.

[0030] In the diagram: 1. Mounting bracket; 11. Horizontal part; 12. Vertical part; 13. First clearance recess; 2. Drive motor; 3. Reducer; 4. Crank-rocker mechanism; 41. Crank; 411. First end; 412. Second end; 413. Connector; 42. First ball joint; 43. First ball seat; 44. Tie rod; 45. Second ball seat; 46. Second ball joint; 461. Second clearance recess; 5. Steering knuckle; 51. First connecting part; 52. Second connecting part; 53. Steering arm; 54. Lower connecting seat; 55. Upper connecting seat; 6. Wheel hub; 7. Kingpin. Detailed Implementation

[0031] The present application will be further described below with reference to specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0032] In the description of this application, it should be noted that the directional terms such as "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of this application.

[0033] It should be noted that the terms "first," "second," etc., in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0034] The terms “comprising” and “having”, and any variations thereof, in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0035] A preferred embodiment of this application, such as Figures 1 to 11As shown, a angular module steering mechanism based on a crank-rocker structure includes: a mounting bracket 1, which is fixed to the vehicle body by bolts; a driver, which is fixedly mounted on the mounting bracket 1; a steering knuckle 5, which is mounted on the inner side of a wheel hub 6, and has an integrally formed steering arm 53 and a lower connecting seat 54 on it. The steering arm 53 is located on the middle side of the steering knuckle 5, and the lower connecting seat 54 is located at the lower part of the steering knuckle 5. The steering knuckle 5 is rotatably connected to a kingpin 7 through the lower connecting seat 54; and a crank-rocker mechanism 4, one end of which is connected to the driver, and the other end of which is connected to the steering knuckle 5. The steering arm 53 and the lower connecting seat 54 are both located in the space between the inner wall of the wheel hub 6 and the mounting bracket 1. The steering knuckle 5 is thus configured such that the crank-rocker mechanism 4 does not interfere with the wheel hub 6 during a 90° turn of the wheel.

[0036] In this embodiment, the lateral distance between the kingpin 7 and the outer end of the steering arm 53 is adjusted, that is, the steering arm 53 and the lower connecting seat 54 are adjusted to the inside of the vehicle compared with traditional fuel vehicles. Through this design, the crank rocker mechanism 4 does not interfere with the wheel hub 6 during the 90° turning process of the wheel, thus realizing the 90° large turning angle function.

[0037] Specifically, this embodiment provides a steering knuckle 5 structure that can satisfy the above functions. The steering knuckle 5 is provided with a first connecting part 51 and a second connecting part 52. The first connecting part 51 is connected to the wheel hub 6, and the second connecting part 52 protrudes from the inner side wall of the wheel hub 6. The steering arm 53 is formed on the middle side of the second connecting part 52, and the lower connecting seat 54 is formed on the lower part of the second connecting part 52. The outer end of the steering arm 53 is further away from the wheel hub 6 than the lower connecting seat 54. During the 90° turning of the wheel, the crank rocker mechanism 4 does not interfere with the movement of the wheel hub 6 and the kingpin 7.

[0038] Furthermore, the upper part of the second connecting part 52 is formed with an upper connecting seat 55, which is suitable for mounting a shock absorber. During the 90° turning of the wheel, the crank rocker mechanism 4 does not interfere with the movement of the shock absorber.

[0039] Therefore, it can be clearly seen that during the rotation of the wheel, the crank rocker mechanism 4 is always between the shock absorber and the lower connecting seat 54, with sufficient safety clearance. At the same time, since the second connecting part 52 extends beyond the inner wall of the wheel hub 6, and the steering arm 53 is far away from the inner wall of the wheel hub 6, the crank rocker mechanism 4 will not interfere with the movement of the wheel during the 90° turn.

[0040] In this embodiment, the crank rocker mechanism 4 includes a crank 41, a first ball joint 42, a connecting rod, and a second ball joint 46. The crank 41 is provided with a first end 411 and a second end 412. A connector 413 is provided on the first end 411. The crank 41 is fixed to the output shaft of the driver through the connector 413. The first ball joint 42 is fixedly provided on the second end 412. The second ball joint 46 is fixedly provided on the outer end of the steering arm 53. The connecting rod includes a first ball seat 43, a tie rod 44, and a second ball seat 45 that are fixedly connected in sequence. The first ball seat 43 and the first ball joint 42 form a spherical joint connection. The second ball seat 45 and the second ball joint 46 form a spherical joint connection.

[0041] In this embodiment, the second end 412 of the crank 41 extends out of the mounting bracket 1. The mounting bracket 1 is provided with a first clearance recess 13. The length of the first clearance recess 13 and the extension of the second end 412 is configured such that during the 90° turning of the wheel, neither the crank 41 nor the connecting rod will interfere with the movement of the mounting bracket 1. Furthermore, the cross-section of the mounting bracket 1 is L-shaped. The mounting bracket 1 includes a horizontal part 11 and a vertical part 12. The driver is fixedly disposed in the horizontal part 11, and the first clearance recess 13 is disposed in the vertical part 12.

[0042] The design of the first clearance recess 13 ensures that the crank 41 does not interfere with the mounting bracket 1 during rotation, while also enabling the wheel to make a large 90° turn, and ensuring that the connecting rod has sufficient travel during rotation.

[0043] Furthermore, a second clearance recess 461 is provided on the second ball seat 45. The second clearance recess 461 is configured so that the connecting rod does not interfere with the steering arm 53 during the 90° turning of the wheel. In order to ensure the strength of the steering arm 53 during the design process, some slopes or protrusions may be designed. These parts may interfere with the connecting rod. Therefore, by designing the second clearance recess 461, these areas can be avoided, so that the steering is smooth.

[0044] In this embodiment, the driver includes a drive motor 2 and a reducer 3. The drive motor 2 is fixed on the mounting bracket 1, and the reducer 3 is adapted to the drive motor 2. The crank 41 is fixedly mounted on the output shaft of the reducer 3 through a connector 413. When the drive motor 2 is running, the torque is increased by the reducer 3 and then output to the crank 41, thereby driving the crank 41 to rotate. The drive motor 2 is controlled by the steering motor controller. When the vehicle steering wheel is turned, the simulator sends the steering signal from the steering wheel to the steering motor controller, thereby controlling the drive motor 2 to run.

[0045] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by this application is defined by the appended claims and their equivalents.

Claims

1. A angular module steering mechanism based on a crank-rocker structure, characterized in that, include: Mounting bracket; A driver, which is fixedly mounted on the mounting bracket; A steering knuckle is mounted on the inner side of the wheel hub. A steering arm and a lower connecting seat are integrally formed on the steering knuckle. The steering arm is located on the middle side of the steering knuckle, and the lower connecting seat is located at the lower part of the steering knuckle. The steering knuckle is rotatably connected to the kingpin through the lower connecting seat. A crank-rocker mechanism, one end of which is connected to the drive unit and the other end of which is connected to the steering knuckle; The steering arm and the lower connecting seat are both located in the space between the inner wall of the wheel hub and the mounting bracket, so that the steering knuckle is configured such that the crank rocker mechanism does not interfere with the wheel hub during a 90° turn of the wheel.

2. The angular module steering mechanism based on a crank-rocker structure as described in claim 1, characterized in that, The steering knuckle is provided with a first connecting part and a second connecting part. The first connecting part is connected to the wheel hub, and the second connecting part protrudes from the inner sidewall of the wheel hub. The steering arm is formed on the middle side of the second connecting part, and the lower connecting seat is formed on the lower part of the second connecting part. The outer end of the steering arm is further away from the wheel hub than the lower connecting seat. During the 90° turning of the wheel, the crank rocker mechanism does not interfere with the movement of the wheel hub and the kingpin.

3. The angular module steering mechanism based on a crank-rocker structure as described in claim 2, characterized in that, The upper part of the second connecting part is formed with an upper connecting seat, which is suitable for mounting a shock absorber. During the 90° turning of the wheel, the crank rocker mechanism does not interfere with the shock absorber.

4. The angular module steering mechanism based on a crank-rocker structure as described in claim 1, characterized in that, The crank-rocker mechanism includes a crank, a first ball joint, a connecting rod, and a second ball joint. The crank has a first end and a second end. A connector is provided on the first end. The crank is fixed to the output shaft of the driver through the connector. The first ball joint is fixedly disposed on the second end. The second ball joint is fixedly disposed on the outer end of the steering arm. The connecting rod includes a first ball seat, a tie rod, and a second ball seat that are fixedly connected in sequence. The first ball seat and the first ball joint form a spherical joint connection, and the second ball seat and the second ball joint form a spherical joint connection.

5. The angular module steering mechanism based on a crank-rocker structure as described in claim 4, characterized in that, The second end of the crank extends out of the mounting bracket, and the mounting bracket is provided with a first clearance recess. The first clearance recess and the length of the second end extension are configured such that during a 90° turn of the wheel, neither the crank nor the connecting rod interferes with the mounting bracket.

6. The angular module steering mechanism based on a crank-rocker structure as described in claim 5, characterized in that, The mounting bracket has an L-shaped cross-section and includes a horizontal portion and a vertical portion. The driver is fixedly disposed in the horizontal portion, and the first clearance recess is disposed in the vertical portion.

7. The angular module steering mechanism based on a crank-rocker structure as described in claim 4, characterized in that, The second ball seat is provided with a second clearance recess, which is configured so that the connecting rod does not interfere with the steering arm during a 90° turn of the wheel.

8. The angular module steering mechanism based on a crank-rocker structure as described in claim 4, characterized in that, The driver includes a drive motor and a reducer. The drive motor is fixed on the mounting bracket, and the reducer is adapted to the drive motor. The crank is fixed on the output shaft of the reducer through the connecting piece. When the drive motor is running, the torque is increased by the reducer and then output to the crank, thereby driving the crank to rotate.

9. The angular module steering mechanism based on a crank-rocker structure as described in claim 8, characterized in that, The drive motor is controlled by a steering motor controller. When the vehicle steering wheel is turned, the simulator sends the steering signal from the steering wheel to the steering motor controller, thereby controlling the operation of the drive motor.

10. The angular module steering mechanism based on a crank-rocker structure as described in claim 1, characterized in that, The mounting bracket is fixed to the vehicle body with bolts.

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